CN116472214A - Cargo handling device and control method - Google Patents

Abstract

The cargo handling device (10 p) is provided with: a body part (body (2301), 1 st body (2301 a), 2 nd body (2301 b)); a rail holding unit (connector) that holds a rail (7) located at the upper part of the main body unit; a rotation table (2319) provided between the main body and the rail holding unit, and configured to rotate the main body; a slider portion (2310) extending with respect to the main body portion; and a cargo holding part (2315) for holding the cargo attached to the slider part (2310).

Description

Cargo handling device and control method

Technical Field

The present disclosure relates to a cargo handling device and a control method.

Background

A control method for improving safety of an unmanned aerial vehicle as an unmanned aerial vehicle during flight has been proposed (for example, refer to patent document 1).

Patent document 1 discloses a technique for detecting an abnormality in the flight of an unmanned aerial vehicle by various means and recovering the unmanned aerial vehicle that is performing the abnormal flight by a recovery mechanism provided in a wire, a utility pole, or the like.

(prior art literature)

(patent literature)

Patent document 1, japanese patent application laid-open No. 2018-12477

Disclosure of Invention

Problems to be solved by the invention

However, there is room for improvement in a system using the unmanned aerial vehicle of patent document 1 described above.

Accordingly, the present disclosure provides a cargo handling device and a control method that are improved over the prior art.

Means for solving the problems

A cargo handling device according to an aspect of the present disclosure includes: a main body portion; a rail holding unit configured to hold a rail located at an upper portion of the main body unit; a rotating table provided between the main body and the rail holding portion, and configured to rotate the main body; a 1 st slider portion extending with respect to the main body portion; and a cargo holding unit that holds cargo attached to the 1 st slider unit.

These general and specific aspects may be implemented by a recording medium such as an unmanned aerial vehicle, a storage device, one or more thrust devices, a system, a control method, an integrated circuit, a computer program, or a computer-readable CD-ROM, or any combination thereof.

Effects of the invention

Further improvements can be expected in the cargo handling device and the control method of the present disclosure.

Drawings

Fig. 1A is a block diagram illustrating a management server in embodiment 1 by way of example.

Fig. 1B is an oblique view illustrating a lifting system and cargo in embodiment 1.

Fig. 2 is a schematic view showing the state in which the 1 st thrust device clamps two cargoes.

Fig. 3 is a schematic view illustrating the state in which the 1 st thrust device stores two cargoes in the express box.

Fig. 4 is a schematic view illustrating the state in which the 1 st thrust device stores 4 cargoes in the express box.

Fig. 5 is a schematic diagram illustrating how the 1 st thrust device stores 8 cargoes in the express box.

Fig. 6 is an oblique view illustrating a lifting system and a cargo in modification 1 of embodiment 1.

Fig. 7 is an oblique view illustrating a lifting system and a cargo in modification 2 of embodiment 1.

Fig. 8 is an oblique view illustrating a lifting system in modification 3 of embodiment 1.

Fig. 9 is an oblique view illustrating a lifting system in embodiment 2.

Fig. 10 is an enlarged perspective view illustrating a connector in embodiment 2.

Fig. 11 is an enlarged perspective view illustrating a plurality of connection bodies connected to a plurality of guide rails in embodiment 2.

Fig. 12 is an enlarged perspective view illustrating a connector according to modification 1 of embodiment 2.

Fig. 13 is an enlarged perspective view illustrating a connector according to modification 2 of embodiment 2.

Fig. 14 is a schematic diagram illustrating how the lifting system according to embodiment 3 recovers the delivered cargo.

Fig. 15 is a schematic diagram illustrating how cargo is loaded into the lifting system according to embodiment 3.

Fig. 16 is a schematic view illustrating how the unmanned aerial vehicle flies after cargo is loaded in the elevator system according to embodiment 3.

Fig. 17 is a schematic diagram illustrating how the lifting system according to embodiment 3 recovers cargo by an express box installed in a public facility.

Fig. 18 is a schematic diagram illustrating how the 1 st thrust device of the lifting system according to embodiment 4 recovers cargo.

Fig. 19 is a schematic view showing how the cargo collected by the 1 st thrust device of the lifting system in embodiment 4 is stored in the express box.

Fig. 20 is a schematic diagram illustrating a state in which the 1 st thrust device of the lifting system in embodiment 4 stores a load in the express box and leaves the express box.

Fig. 21 is a schematic diagram illustrating how the 1 st thrust device is mounted on the unmanned aircraft of the lifting system in embodiment 4.

Fig. 22 is a schematic view illustrating a state in which the 1 st thrust device of the lifting system in embodiment 4 is inclined with respect to the horizontal plane.

Fig. 23 is a schematic diagram illustrating an overall outline of the logistics system in embodiment 5.

Fig. 24 is another schematic diagram illustrating an overall outline of the logistics system in embodiment 5.

Fig. 25 is a schematic view illustrating a column and a rail of the logistics system in embodiment 5.

Fig. 26 is an oblique view illustrating an unmanned aerial vehicle according to a modification of embodiment 5.

Fig. 27 is a schematic view illustrating a state of passing through one of the rail support portions for supporting the 1 st rail when the unmanned aircraft in the modification of embodiment 5 travels on the 1 st rail.

Fig. 28 is a schematic diagram illustrating a state in which the connection between the 1 st link and the 2 nd link of the unmanned aerial vehicle and the 1 st rail is released in the modification of embodiment 5.

Fig. 29 is a schematic view illustrating a state in which the 1 st link and the 2 nd link of the unmanned aerial vehicle are connected to the 2 nd rail in the modification of embodiment 5.

Fig. 30 is a schematic view illustrating a state in which the 3 rd connector of the unmanned aerial vehicle is connected to the 2 nd rail in the modification of embodiment 5.

Fig. 31 is a schematic view illustrating how the 1 st link and the 3 rd link of the unmanned aerial vehicle pass through the other rail support portion in the modification of embodiment 5.

Fig. 32 is a schematic view illustrating a state in which the 2 nd connector of the unmanned aerial vehicle passes through another rail support portion in the modification of embodiment 5.

Fig. 33 is an oblique view illustrating the 1 st, 2 nd, 3 rd connectors, and the like of the unmanned aerial vehicle in embodiment 6, for example.

Fig. 34 is an oblique view illustrating a state in which the 2 nd link of the unmanned aerial vehicle in embodiment 6 is movable in the vertical direction.

Fig. 35 is an oblique view illustrating a state in which the 1 st link of the unmanned aircraft in embodiment 6 passes through the 2 nd rail.

Fig. 36 is an oblique view illustrating a state in which the 3 rd connector of the unmanned aircraft in embodiment 6 passes through the 2 nd rail.

Fig. 37 is an oblique view illustrating a state in which the 2 nd link of the unmanned aerial vehicle in embodiment 6 passes through the 2 nd rail.

Fig. 38 is a schematic diagram illustrating how the unmanned aircraft in embodiment 6 is connected from the 1 st track to the 2 nd track.

Fig. 39 is a schematic diagram illustrating a state in which the connection between the 3 rd connector and the 1 st rail of the unmanned aerial vehicle in embodiment 6 is released.

Fig. 40 is a schematic view illustrating a state in which the 3 rd connector of the unmanned aerial vehicle in embodiment 6 is connected to the 2 nd rail, and the unmanned aerial vehicle passes through the connection point between the 1 st rail and the 2 nd rail.

Fig. 41 is an oblique view illustrating a connector of an unmanned aerial vehicle in a modification of embodiment 6.

Fig. 42 is a front view illustrating an example of a connector of the unmanned aerial vehicle in a modification of embodiment 6 as seen from the front.

Fig. 43 is a front view illustrating a state in which the 1 st hook is connected to the guide rail when the connection body of the unmanned aerial vehicle in the modification of embodiment 6 is seen from the front.

Fig. 44 is a front view illustrating a state in which the connection body connected to the 1 st rail is released when the connection body of the unmanned aerial vehicle in the modification of embodiment 6 is seen from the front, and a schematic view illustrating a state when the unmanned aerial vehicle is viewed from above.

Fig. 45 is a schematic diagram illustrating a front view of the connection body of the unmanned aerial vehicle in the modification of embodiment 6 in a state in which the connection of the connection body is switched from the 1 st rail to the 2 nd rail, and a plan view of the unmanned aerial vehicle in a plan view.

Fig. 46 is a front view illustrating a state in which the connection body is connected to the 2 nd rail when the connection body of the unmanned aerial vehicle in the modification of embodiment 6 is seen from the front.

Fig. 47 is an oblique view illustrating a mounting table of the system in embodiment 7.

Fig. 48 is an oblique view illustrating how the 1 st thrust device of the lifting system according to embodiment 7 recovers the load placed on the placement table.

Fig. 49 is a side view illustrating how the 1 st thrust device of the lifting system according to embodiment 7 recovers the load placed on the placement table.

Fig. 50 is an oblique view and a plan view of a mounting table illustrating a system according to a modification of embodiment 7.

Fig. 51 is an oblique view illustrating a state in which a mounting table of the system in modification 1 of embodiment 7 is deformed.

Fig. 52 is an oblique view illustrating how the 1 st thrust device of the lifting system in modification 1 of embodiment 7 recovers the load placed on the placement table.

Fig. 53 is an oblique view illustrating how the 1 st thrust device of the lifting system in modification 1 of embodiment 7 recovers the load placed on the placement table.

Fig. 54 is an oblique view illustrating the operation of the 2 nd guide portion of the 1 st thrust device of the lifting system in modification 1 of embodiment 7.

Fig. 55 is an oblique view illustrating the operation of the 2 nd guide portion of the 1 st thrust device of the lifting system in modification 2 of embodiment 7.

Fig. 56 is an oblique view illustrating how the 1 st thrust device of the lifting system in modification 2 of embodiment 7 recovers the load placed on the placement table.

Fig. 57 is an oblique view illustrating how the 1 st thrust device of the lifting system in modification 2 of embodiment 7 recovers the load placed on the placement table.

Fig. 58A is a schematic diagram illustrating an unmanned aircraft in embodiment 8.

Fig. 58B is a schematic diagram illustrating the 1 st projection plane, the 2 nd projection plane, and the like of the unmanned aerial vehicle in embodiment 8.

Fig. 59 is a schematic view illustrating a connector support portion and a ratchet wheel of the unmanned aerial vehicle in embodiment 8, and is a sectional view of a section of the connector support portion and the ratchet wheel.

Fig. 60 is a flowchart illustrating an operation when the 1 st link of the unmanned aircraft in embodiment 8 passes through the 2 nd rail.

Fig. 61 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in fig. 60.

Fig. 62 is a flowchart illustrating an operation when the body main body of the unmanned aerial vehicle in embodiment 8 rotates.

Fig. 63 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in fig. 62.

Fig. 64 is a flowchart illustrating an operation of disconnecting the 3 rd connector from the 1 st rail after connecting the 1 st connector and the 2 nd connector of the unmanned aircraft in embodiment 8 to the 2 nd rail.

Fig. 65 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in fig. 64.

Fig. 66 is a flowchart illustrating an operation when the 3 rd connector of the unmanned aerial vehicle in embodiment 8 is connected to the 2 nd rail.

Fig. 67 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in fig. 66, for example.

Fig. 68 is a flowchart illustrating an operation when the 2 nd link of the unmanned aircraft in embodiment 8 passes through the 1 st track.

Fig. 69 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in fig. 68, for example.

Fig. 70 is a flowchart illustrating an operation of the unmanned aerial vehicle when the body main body of the unmanned aerial vehicle further rotates in a case where the 1 st rail and the 2 nd rail are returned at the intersection.

Fig. 71 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in fig. 70.

Fig. 72 is a flowchart illustrating an operation of the unmanned aerial vehicle when the body main body of the unmanned aerial vehicle is rotated and the 1 st link and the 2 nd link are connected to the 1 st rail in a case where the intersection of the 1 st rail and the 2 nd rail is returned.

Fig. 73 is a schematic diagram illustrating the operation of the unmanned aerial vehicle in fig. 72, for example.

Fig. 74 is a flowchart illustrating an operation when the 3 rd link of the unmanned aerial vehicle is detached from the 2 nd track and the unmanned aerial vehicle is decentered in a case where the unmanned aerial vehicle returns at the intersection of the 1 st track and the 2 nd track.

Fig. 75 is a schematic diagram illustrating the operation of the unmanned aerial vehicle of fig. 74.

Fig. 76 is a flowchart illustrating an operation of connecting the 3 rd connector of the unmanned aerial vehicle to the 1 st track, disconnecting the 2 nd connector from the 1 st track, and connecting the 2 nd connector passing through the 1 st track to the 1 st track, when the unmanned aerial vehicle returns to the track where the unmanned aerial vehicle is traveling at the intersection of the 1 st track and the 2 nd track.

Fig. 77 is a schematic diagram illustrating the operation of the unmanned aerial vehicle of fig. 76.

Fig. 78 is a schematic diagram illustrating the operation of the unmanned aerial vehicle of fig. 76.

Fig. 79 is a schematic view illustrating the link support and the ratchet wheel when the unmanned aerial vehicle rotates, and a sectional view illustrating a section of the link support and the ratchet wheel.

Fig. 80 is a schematic view illustrating a tension spring of the connector support portion when the unmanned aerial vehicle rotates.

Fig. 81 is a schematic view illustrating the state of the 3 rd connector when the unmanned aerial vehicle rotates, and is a sectional view of the connector support portion and the ratchet wheel.

Fig. 82 is a schematic view illustrating a state in which the 3 rd link of the unmanned aerial vehicle passes through the 1 st rail, and is a sectional view of the link support portion and the ratchet.

Fig. 83 is a schematic view illustrating a state in which the 2 nd link of the unmanned aerial vehicle passes through the 1 st rail, and is a sectional view of the link support portion and the ratchet.

Fig. 84 is a schematic diagram illustrating how an unmanned aerial vehicle passes around a utility pole.

Fig. 85 is a schematic view illustrating a state in which the 1 st link is detached from the horizontal portion of the guide rail by the unmanned aerial vehicle in modification 1 of embodiment 8.

Fig. 86 is a schematic diagram illustrating a relationship between the 2 nd connector and the horizontal portion rail when the 2 nd connector is in the closed state, and a relationship between the 2 nd connector and the horizontal portion rail when the 2 nd connector is in the half-open state.

Fig. 87 is a schematic view illustrating a state in which the center of gravity of the body main body of the unmanned aerial vehicle in modification 1 of embodiment 8 is shifted to the rear end, and the 1 st link is connected to the guide rail of the inclined portion.

Fig. 88 is a schematic view illustrating a state in which the 3 rd connector is separated from the horizontal portion of the guide rail and the 3 rd connector passes vertically below the connecting portion in the unmanned aircraft according to modification 1 of embodiment 8.

Fig. 89 is a schematic view illustrating how the unmanned aerial vehicle according to modification 1 of embodiment 8 separates the 2 nd connector from the horizontal portion of the guide rail, and the 2 nd connector passes vertically below the connecting portion.

Fig. 90 is a schematic view illustrating a state when the 2 nd connector is connected to the guide rail of the inclined portion in the unmanned aerial vehicle according to modification 1 of embodiment 8.

Fig. 91 is a schematic view illustrating a state in which the 1 st link is detached from the horizontal portion of the guide rail by the unmanned aerial vehicle according to modification 2 of embodiment 8.

Fig. 92 is a schematic view illustrating a state in which the center of gravity of the body main body of the unmanned aerial vehicle in modification 2 of embodiment 8 is shifted to the rear end, and the 1 st link and the 4 th link are connected to the guide rail of the inclined portion.

Fig. 93 is a schematic view illustrating a state in which the center of gravity of the body main body of the unmanned aerial vehicle in modification 2 of embodiment 8 is moved to the rear end, the 2 nd and 3 rd connectors are connected to the guide rail of the inclined portion, and the 4 th connector is disconnected from the guide rail of the inclined portion.

Fig. 94 is a schematic diagram illustrating an unmanned aircraft in embodiment 9.

Fig. 95 is a schematic diagram illustrating the connection body 1 and the connection body 3 of the unmanned aerial vehicle according to embodiment 9 when seen from the side.

Fig. 96 is a plan view of the unmanned aerial vehicle in embodiment 9, a partially enlarged view of the 3 rd connector and the turntable, and a schematic view showing the state when the 3 rd connector and the turntable are rotated around the center point.

Fig. 97 is a schematic view illustrating a state in which the 1 st link of the unmanned aerial vehicle in embodiment 9 is opened.

Fig. 98 is a schematic diagram illustrating an example of the eccentricity of the 1 st link of the unmanned aircraft in embodiment 9 with respect to the axial center of the rotary shaft.

Fig. 99 is a schematic diagram illustrating a state in which the 1 st link of the unmanned aerial vehicle in embodiment 9 is closed and the 3 rd link is opened.

Fig. 100 is a schematic view illustrating a state in which the 3 rd link of the unmanned aircraft in embodiment 9 is eccentric with respect to the center point of the turntable, and the 3 rd link is closed.

Fig. 101 is a schematic view illustrating a state in which the 2 nd connector of the unmanned aerial vehicle in embodiment 9 is opened and the body main body is rotated.

Fig. 102 is a schematic diagram illustrating a state in which the 2 nd connector of the unmanned aerial vehicle in embodiment 9 is closed.

Fig. 103 is a schematic diagram illustrating an unmanned aerial vehicle and a situation when the unmanned aerial vehicle stores a cargo in an express box in embodiment 10.

Fig. 104 is a schematic diagram illustrating how the unmanned aircraft in embodiment 10 stores cargo in an express box in a rainy day.

Fig. 105 is a schematic diagram illustrating how the unmanned aerial vehicle of embodiment 10 flies after the cargo is stored in the express box in a rainy day.

Fig. 106 is a schematic diagram illustrating how a commodity ordered by a user is transmitted using the delivery system according to embodiment 11.

Fig. 107 is a block diagram illustrating a distribution system according to embodiment 11.

Fig. 108 is a schematic diagram illustrating the recognition of the express box by the unmanned aircraft of the delivery system in embodiment 11, the appearance of delivering the cargo, and an oblique view of the express box.

Fig. 109 is a diagram illustrating an embodiment for securing heat insulation properties of a cargo box and an express box of an unmanned aircraft of the delivery system in embodiment 11.

Fig. 110 is a flowchart illustrating an operation of confirming whether the delivery box is full or empty by the unmanned aircraft of the delivery system in working example 1 of embodiment 11.

Fig. 111 is a flowchart illustrating another operation when the unmanned aerial vehicle of the delivery system in working example 2 of embodiment 11 confirms whether the delivery box is full or empty.

Fig. 112 is a flowchart illustrating an operation when the delivery box of the delivery system in working example 3 of embodiment 11 confirms whether the delivery box is full or empty.

Fig. 113 is a flowchart illustrating an operation when a commodity is ordered by using the delivery system in working example 4 of embodiment 11.

Fig. 114 is a flowchart illustrating another operation in the case where a commodity is ordered by using the delivery system in working example 5 of embodiment 11.

Fig. 115 is a flowchart illustrating an operation when products are distributed among a plurality of store systems when the products are ordered using the distribution system in working example 6 of embodiment 11.

Fig. 116 is a flowchart illustrating an operation when a user application instructs a user to order a product using the delivery system in working example 7 of embodiment 11 so that the interior of the express box is empty.

Fig. 117 is a flowchart illustrating another operation in the case where the express box instructs the user to empty the interior of the express box when ordering a commodity using the delivery system in working example 8 of embodiment 11.

Fig. 118 illustrates a case where the delivery system in working example 9 of embodiment 11 replaces the order of delivery when receiving order a and order B.

Fig. 119 is a flowchart illustrating an operation of the delivery system in working example 9 according to embodiment 11 in a case where the order of delivery is replaced when order a and order B are received.

Fig. 120 is a flowchart illustrating an operation of the delivery system according to working example 10 of embodiment 11 in a case where the unmanned aircraft delivers cargo to the user within a predetermined transportation temperature range.

Fig. 121 shows, by way of example, a time when the allowable upper limit temperature is reached in accordance with a relationship between time and external temperature in the distribution system according to working example 11 of embodiment 11.

Fig. 122 is a flowchart illustrating another operation in a case where the unmanned aerial vehicle of the delivery system in working example 12 of embodiment 11 cannot deliver the cargo to the user in the predetermined transportation temperature range.

Fig. 123 shows, by way of example, a time when the allowable lower limit value is reached in accordance with the relationship between time and the value of the cargo in the delivery system according to working example 13 of embodiment 11.

Fig. 124 illustrates dynamic setting of delivery fees in the case of using the delivery system according to embodiment 11.

Fig. 125 is a diagram illustrating a state in which the cargo handling device according to embodiment 12 delivers cargo.

Fig. 126 is a diagram illustrating the manner in which another cargo handling device delivers cargo.

Fig. 127 is a diagram illustrating the manner in which another cargo handling device delivers cargo.

Fig. 128 is a diagram illustrating a state in which a further cargo handling device delivers cargo.

Fig. 129 is a flowchart illustrating an operation of the cargo handling device according to embodiment 12.

Fig. 130 is a diagram illustrating an operation of the cargo handling device according to embodiment 12.

Fig. 131 is a diagram illustrating an operation of the cargo handling device according to embodiment 13.

Fig. 132A is a diagram illustrating an operation of the cargo handling device according to embodiment 13 in a case where the cargo handling device is connected from the 1 st rail to the 2 nd rail.

Fig. 132B is a diagram illustrating a connector according to embodiment 13.

Fig. 132C is a diagram illustrating another operation of the cargo handling device according to embodiment 13 when the vehicle runs after being connected from the 1 st rail to the 2 nd rail.

Fig. 133A is a diagram illustrating another operation of the cargo handling device according to embodiment 13 in a case where the cargo handling device is connected from the 1 st rail to the 2 nd rail.

Fig. 133B is a diagram illustrating another operation of the cargo handling device according to embodiment 13 when the cargo handling device runs after being connected from the 1 st rail to the 2 nd rail.

Fig. 134 is a diagram illustrating an operation of the cargo handling device according to embodiment 13 when the cargo handling device is moved upward on an inclined rail.

Fig. 135A is a diagram illustrating an operation of the cargo handling device according to embodiment 13 when the cargo handling device turns right on a right-hand curved rail.

Fig. 135B is a diagram illustrating an operation of the cargo transferring device according to embodiment 13 when the device is driven on a rail after turning right.

Fig. 135C is a diagram illustrating an operation of another cargo handling device according to embodiment 13 when the other cargo handling device turns right on a right-hand curved rail.

Fig. 135D is a diagram illustrating an example of an operation in a case where the cargo transferring device turns right on a right-curved rail in a case where the arrangement positions of the rail supporting portions are different.

Fig. 136 is a diagram illustrating an operation of the cargo transferring device according to embodiment 13 when the cargo transferring device turns left on a guide rail curved to the left.

Fig. 137 is a diagram illustrating an operation of the cargo transferring device according to embodiment 13 when traveling on a hill.

Fig. 138 is a diagram illustrating a cargo-handling device according to modification 1 of embodiment 13.

Fig. 139 is a diagram illustrating a state in which the cargo transferring device according to modification 1 of embodiment 13 travels in a hill.

Fig. 140 is a diagram illustrating an example of a connection body of the cargo transferring device according to modification 1 of embodiment 13 when the device is traveling on a hill.

Fig. 141 is a diagram illustrating another cargo-handling device according to modification 2 of embodiment 13.

Fig. 142 is a diagram illustrating a state in which the position of the connector of the cargo transferring device according to modification 2 of embodiment 13 is displaced.

Fig. 143 is a diagram illustrating an example of a connection body when another cargo handling device according to modification 2 of embodiment 13 travels on a hill.

Fig. 144 is a view illustrating a state in which the position of the other connector of the cargo transferring device according to modification 2 of embodiment 13 is displaced.

Fig. 145 is a diagram illustrating in detail the appearance of a connector when the cargo transferring device according to modification 2 of embodiment 13 is traveling on a hill.

Fig. 146 is a diagram illustrating a turntable of a cargo handling device according to modification 3 of embodiment 13.

Fig. 147 is a diagram illustrating an operation of the cargo transferring device according to modification 3 of embodiment 13 when turning left.

Fig. 148 is a diagram illustrating an operation of another cargo transferring device according to modification 3 of embodiment 13 when turning left.

Fig. 149 is a diagram illustrating an operation of the cargo transferring device according to modification 3 of embodiment 13 when turning right.

Fig. 150 is a diagram illustrating an operation of another cargo transferring device according to modification 3 of embodiment 13 when turning right.

Fig. 151 is a diagram illustrating another operation of the cargo transferring device according to modification 3 of embodiment 13 when turning right.

Fig. 152A is a diagram illustrating a cargo handling device and an express box according to embodiment 14.

Fig. 152B is a block diagram illustrating an express box according to embodiment 14.

Fig. 152C is a diagram illustrating an example of the operation of the express box according to working example 1 of embodiment 14 when viewed from the side.

Fig. 152D is a diagram illustrating an example of the operation of the express box according to working example 1 of embodiment 14 when viewed from the front.

Fig. 152E is a diagram illustrating an example of the operation of the express box according to working example 2 of embodiment 14 when viewed from the side.

Fig. 152F is a diagram illustrating an example of the operation of the express box according to working example 2 of embodiment 14 when viewed from the front.

Fig. 152G is a diagram illustrating an example of the operation of the express box according to working example 3 of embodiment 14 when viewed from the side.

Fig. 152H is a diagram illustrating an example of the operation of the express box according to working example 4 of embodiment 14 when viewed from the side.

Fig. 152I is a diagram illustrating an example of the operation of the express box according to the modification of embodiment 14 when viewed from the side.

Fig. 153A is a block diagram of an autonomous traveling case and an operation management system according to embodiment 15.

Fig. 153B is a front view illustrating a case where the autonomous traveling case according to embodiment 15 is viewed from the front.

Fig. 153C is a side view illustrating a case of the autonomous traveling case according to embodiment 15 as seen from the side.

Fig. 154 is a flowchart illustrating an operation of the autonomous traveling case according to embodiment 15.

Fig. 155 is a diagram illustrating a relationship between a cargo handling device and an electric wire according to embodiment 16.

Fig. 156A is a front view of the dispenser box according to embodiment 17.

Fig. 156B is a side view illustrating a dispenser box according to embodiment 17.

Fig. 156C is a diagram illustrating a top surface of the dispenser box according to embodiment 17.

Fig. 157 is a flowchart illustrating an operation of the dispenser box according to embodiment 17.

Fig. 158 is a diagram illustrating a map including the user's home, vending machines around the user's home, and the like in embodiment 18, for example.

Fig. 159A is a flowchart illustrating an operation of the delivery service management system according to embodiment 18.

Fig. 159B is a flowchart illustrating an operation of the operation management system according to embodiment 18.

Fig. 160A is a block diagram illustrating a management system and the like according to embodiment 19.

Fig. 160B is a schematic diagram illustrating a guide rail from the delivery sender to the delivery receiver by way of example.

Fig. 161 is a flowchart illustrating an operation of the delivery service management system according to working example 1 of embodiment 19.

Fig. 162 is a flowchart illustrating an operation of the management system according to working example 2 of embodiment 19.

Fig. 163A is a flowchart illustrating an operation of the commodity ordering system according to working example 3 of embodiment 19.

Fig. 163B is a flowchart illustrating an operation of the commodity ordering system according to working example 4 of embodiment 19.

Fig. 163C is a flowchart illustrating an operation of the commodity ordering system according to working example 5 of embodiment 19.

Fig. 164 is a flowchart illustrating an operation of the cargo handling device according to working example 6 of embodiment 19.

Fig. 165 is a flowchart illustrating an operation of the cargo handling device according to working example 7 of embodiment 19.

Fig. 166A is a diagram illustrating an example of an operation in a case where a person who is involved in working example 8 of embodiment 19 receives goods from a goods handling device.

Fig. 166B is a diagram illustrating an operation in the case of an aerial pickup type in which a person directly picks up cargo from a cargo handling device according to working example 8 of embodiment 19.

Fig. 167 is a flowchart illustrating an operation of the commodity ordering system according to working example 9 of embodiment 19.

Fig. 168 is a flowchart illustrating an operation of the delivery service management system according to working example 10 of embodiment 19.

Fig. 169 is a flowchart illustrating an operation of the delivery service management system according to working example 11 of embodiment 19.

Fig. 170A is an oblique view illustrating a guide rail according to embodiment 20.

Fig. 170B is a plan view illustrating a guide rail according to embodiment 20.

Fig. 170C is a side view illustrating a guide rail according to embodiment 20.

Fig. 170D is a plan view and a side view illustrating a guide rail according to embodiment 20.

Fig. 171 is an oblique view illustrating a rail and a cargo handling device according to embodiment 20.

Fig. 172A is a plan view illustrating a guide rail according to embodiment 20.

Fig. 172B is a side view illustrating a guide rail according to embodiment 20.

Fig. 172C is a partially enlarged perspective view illustrating a guide rail according to embodiment 20.

Fig. 172D is a plan view and a side view illustrating an example of a guide rail according to embodiment 20, and an enlarged plan view of a joint portion between the 3 rd guide rail and the 1 st guide rail.

Fig. 173 is an oblique view illustrating a guide rail according to embodiment 20.

Fig. 174A is a plan view illustrating a guide rail according to embodiment 20.

Fig. 174B is a side view illustrating a guide rail according to embodiment 20.

Fig. 174C is a partially enlarged perspective view illustrating a guide rail according to embodiment 20.

Fig. 175 is an oblique view, a side view, and a plan view illustrating a rail and a rail support according to a modification of embodiment 20.

Fig. 176 is a plan view and a side view illustrating another rail and another rail support according to a modification of embodiment 20.

Fig. 177 is an oblique view illustrating a cargo-handling device according to embodiment 21.

Fig. 178A is a diagram illustrating an internal structure of the 1 st link and the 2 nd link of the cargo transferring device according to embodiment 21.

Fig. 178B is a diagram illustrating an internal structure of the 3 rd connector of the cargo transferring device according to embodiment 21.

Fig. 179A is a diagram illustrating an internal configuration of a turntable of the cargo transferring device according to embodiment 21.

Fig. 179B is a side view illustrating a slide rail of the cargo transferring device according to embodiment 21.

Fig. 179C is a front view illustrating a slide rail of the cargo transferring device according to embodiment 21.

Fig. 179D is a front view illustrating an L-side part of a slide rail, a screw, and a guide of the cargo handling device according to embodiment 21.

Fig. 179E is a front view illustrating an R-side component, a screw, and a guide of a slider of the cargo transferring device according to embodiment 21.

Fig. 180 is an oblique view illustrating a cargo transferring device according to a modification of embodiment 21.

Fig. 181A is an oblique view illustrating a guide rail and a guide rail connecting body according to embodiment 22.

Fig. 181B is another perspective view illustrating a guide rail and a guide rail connecting body according to embodiment 22.

Fig. 182 is a perspective view illustrating the 1 st joint point of the 1 st rail and the 2 nd joint point of the 2 nd rail according to embodiment 22.

Fig. 183 is a plan view and a side view illustrating an operation of the cargo transferring device according to embodiment 23.

Fig. 184A is a plan view and a side view illustrating an operation of the cargo transferring device according to embodiment 23 when the intersection of the 1 st rail and the 2 nd rail is turned left.

Fig. 184B is a plan view and a side view illustrating an operation of the cargo transferring device according to embodiment 23 when the intersection of the 1 st rail and the 2 nd rail is turned right.

Fig. 185 is a side view illustrating an operation of the cargo handling device according to embodiment 23 in a case where the cargo handling device passes through a column supporting a rail.

Fig. 186 is a plan view and a side view illustrating an operation in a case where the cargo transferring device according to embodiment 23 passes through a curved rail.

Detailed Description

A cargo handling device according to an aspect of the present disclosure includes: a main body portion; a rail holding unit configured to hold a rail located at an upper portion of the main body; a rotating table provided between the main body and the rail holding portion, and configured to rotate the main body; a 1 st slider portion extending with respect to the main body portion; and a cargo holding unit that holds cargo attached to the 1 st slider unit.

Accordingly, the 1 st slider portion can convey the cargo holding portion holding the cargo to a position separated from the guide rail. Therefore, even if the guide rail is not separately provided to the express delivery receiver, the goods can be delivered to the express delivery receiver.

Further, since the 1 st slider portion can transport the cargo, the cargo handling device can be kept away from the person. Therefore, the person is less likely to feel the operation sound of the cargo handling device and the pressure caused by the presence thereof. Therefore, the cargo handling device is not easy to cause uneasiness to people when transporting cargoes.

In another aspect of the present disclosure, a control method for controlling a cargo handling device includes: a main body portion; a rail holding unit configured to hold a rail located at an upper portion of the main body unit; a rotating table provided between the main body and the rail holding portion, and configured to rotate the main body; a 1 st slider portion extending with respect to the main body portion; and a cargo holding unit that holds cargo attached to the 1 st slider unit, the control method including: a rotation step of rotating the main body with respect to the turntable; and an extension step of extending the 1 st slider portion with respect to the main body portion after the rotation table rotates the main body portion.

In this control method, the same operational effects as described above are also achieved.

In the control method according to another aspect of the present disclosure, the main body portion has a rectangular body in a plan view, the 1 st slider portion has the load holding portion disposed at one end of the 1 st slider portion and a weight having a predetermined weight at the other end of the 1 st slider portion, the main body portion is rotated in the rotating step so that a longitudinal direction of the body intersects a direction along the guide rail substantially perpendicularly, and the 1 st slider portion is extended forward and backward in the longitudinal direction of the rectangular body in the extending step so that a balance is secured between a weight of the load and a weight of the weight.

In this control method, the same operational effects as described above are also achieved.

In the control method according to another aspect of the present disclosure, the rail holding portion includes: a 1 st rail holding portion located at one side of the body in the longitudinal direction; a 2 nd rail holding portion located on the other side of the body in the longitudinal direction; and a 3 rd guide rail holding portion located at a center portion between one side and the other side in a longitudinal direction of the trunk, wherein a 2 nd slider portion extending with respect to the main body portion is provided between the 1 st guide rail holding portion and the main body portion, a 3 rd slider portion extending with respect to the main body portion is provided between the 2 nd guide rail holding portion and the main body portion, and the turntable is provided between the 3 rd guide rail holding portion and the main body portion, and wherein in the rotating step, the control method rotates the turntable after the 1 st guide rail holding portion and the 2 nd guide rail holding portion are separated from the guide rail by extending the 2 nd slider portion and the 3 rd slider portion.

In this control method, the same operational effects as described above are also achieved. Further, by adjusting the position of the weight with respect to the main body, the posture of the load carrying device can be tilted, and the slider portion can be extended toward the delivery receiving side located at a position higher than the guide rail or at a position lower than the guide rail. Therefore, the delivery recipient can deliver the goods even for express delivery recipients having different heights with respect to the guide rail.

In the cargo transferring device according to another aspect of the present disclosure, the 1 st slider portion is extended with respect to the main body portion after the turntable rotates the main body portion.

Accordingly, the 1 st slider portion can be extended with respect to the main body portion after the 1 st slider portion is rotated toward the delivery recipient. Therefore, the goods can be delivered to the express delivery receiver more accurately.

In the cargo handling device according to another aspect of the present disclosure, the main body portion includes a rectangular body in a plan view, and the turntable rotates the main body portion so that a longitudinal direction of the body intersects a direction along the guide rail substantially perpendicularly.

Accordingly, by rotating the turntable, the posture of the body with respect to the turntable can be changed. Therefore, the direction in which the 1 st slider portion extends relative to the main body portion can be adjusted. Therefore, the goods can be delivered to the express delivery receiver more accurately.

In the cargo handling device according to another aspect of the present disclosure, the 1 st slider portion includes the cargo holding portion disposed at one end of the 1 st slider portion and a weight having a predetermined weight at the other end of the 1 st slider portion, and the 1 st slider portion extends to secure a balance between the weight of the cargo and the weight of the weight.

Accordingly, when the 1 st slider portion is used to deliver the cargo, the posture of the cargo delivery device can be adjusted by the counterweight and the cargo. Therefore, for example, the position of the weight relative to the main body can be adjusted so that the main body can maintain a horizontal posture. Therefore, the goods can be delivered to the express delivery receiver more accurately.

In the cargo handling device according to another aspect of the present disclosure, the counterweight is a battery.

Accordingly, the posture of the cargo handling device can be adjusted by using the device necessary for the cargo handling device. Therefore, a counterweight may not be additionally mounted.

In the cargo handling device according to another aspect of the present disclosure, the 1 st slider portion includes the cargo holding portion disposed at one end of the 1 st slider portion and a rotor located at the other end of the 1 st slider portion, and the 1 st slider portion is extended to ensure balance between the weight of the cargo and the buoyancy of the rotor.

Accordingly, even if the cargo is heavy, the cargo handling device is less likely to assume a posture inclined with respect to the horizontal plane, and therefore the cargo handling device can deliver the cargo to a position at a predetermined height.

In another aspect of the present disclosure, the rail holding unit includes: a 1 st holding unit which is held by the guide rail from the upper side of the guide rail; and a 2 nd holding portion that holds the guide rail in a form of pushing up the guide rail from the lower side of the guide rail.

Accordingly, the rail holding portion can be connected to the rail so as to sandwich the rail from above and below. Therefore, the cargo handling device is not easily detached from the guide rail, and the falling of the cargo handling device can be suppressed, so that the safety in the cargo handling device can be ensured.

In another aspect of the present disclosure, the rail holding unit includes: a 1 st rail holding portion located at one side of the body in the longitudinal direction; a 2 nd rail holding portion located on the other side of the body in the longitudinal direction; and a 3 rd guide rail holding portion located in a central portion between one side and the other side in the longitudinal direction of the trunk.

Accordingly, the cargo transferring device can be supported by the guide rail by the three guide rail holding portions, and therefore, the cargo transferring device is not easily detached from the guide rail. This can suppress the drop of the cargo handling device, and thus ensure the safety of the cargo handling device.

In the cargo handling device according to another aspect of the present disclosure, the 1 st rail holding portion has a 1 st rotation roller that is in contact with the rail and is driven by a motor, the 2 nd rail holding portion has a 2 nd rotation roller that is in contact with the rail and is driven by a motor, and the 3 rd rail holding portion has a 3 rd rotation roller and a 4 th rotation roller that are in contact with the rail and are driven by a motor.

Accordingly, the cargo handling device can move along the rail due to the contact of the rotating rollers with the rail. Further, since the four rotating rollers are in contact with the guide rail, the cargo handling device can be stably moved along the guide rail.

In accordance with another aspect of the present disclosure, a cargo handling device includes: a 2 nd slider portion disposed between the 1 st rail holding portion and the main body portion, and extending with respect to the main body portion; a 3 rd slider portion disposed between the 2 nd rail holding portion and the main body portion, and extending with respect to the main body portion; and a turntable disposed between the 3 rd guide rail holding portion and the main body portion, wherein the turntable extends the 2 nd slider portion and the 3 rd slider portion, and rotates the main body portion after the 1 st guide rail holding portion and the 2 nd guide rail holding portion are separated from the guide rail.

Accordingly, the load carrying device can be transferred from one rail to the other rail by extending the slider portion among the two rails having different heights. Therefore, the cargo handling device can turn right or left while traveling on the rail.

In the cargo handling device according to another aspect of the present disclosure, the 3 rd rail holding portion holds the rail in such a manner as to push up the rail from the lower side of the rail, and the 1 st rail holding portion and the 2 nd rail holding portion hold the rail at the upper side of the rail.

Accordingly, the 1 st rail holding portion, the 2 nd rail holding portion, and the 3 rd rail holding portion can sandwich the rail, and therefore the cargo handling device can stably move along the rail.

In another aspect of the present disclosure, a cargo handling device includes a motor that rotates a rail holding portion to release the rail holding portion from holding the rail so that a rail supporting portion that supports the rail does not contact the rail holding portion when the cargo handling device travels on the rail.

Accordingly, when the cargo transferring device runs on the rail, the cargo transferring device can run so as not to contact with the rail holding portion while avoiding the rail supporting portion. Therefore, the cargo handling device can travel on the guide rail toward the delivery recipient.

An unmanned aerial vehicle according to an aspect of the present disclosure includes: a body having a 1 st length in a 1 st direction longer than a 2 nd length in a 2 nd direction, the 2 nd direction being a direction orthogonal to the 1 st direction; a plurality of main rotors rotating in virtual planes parallel to the 1 st and 2 nd directions; a plurality of main motors mounted on the main body and configured to rotate the plurality of main rotors, respectively; at least one connector mounted on the main body and capable of being suspended on at least one rail at a position apart from the ground; at least one auxiliary rotor for applying thrust force for pushing the main body in the 1 st direction; at least one sub motor mounted on the main body to rotate the at least one sub rotor; and a control circuit that controls the plurality of main motors and the at least one sub motor.

Accordingly, the main body can be connected to the guide rail by the connector and hung on the guide rail, and therefore, even if the main rotor does not rotate, the unmanned aerial vehicle can be restrained from falling off.

Further, the sub-rotor is rotated in a state in which the connector is connected to the guide rail and suspended from the guide rail, whereby the unmanned aerial vehicle can move along the guide rail to reach the destination. In this case, the unmanned aerial vehicle can be moved by driving the sub motor without driving the main motor, and therefore, the power consumption of the unmanned aerial vehicle can be suppressed.

In the unmanned aerial vehicle according to another aspect of the present disclosure, the connector includes a 1 st connector, a 2 nd connector, and a 3 rd connector, the 1 st connector is located on a 1 st direction side from the center of the main body, the 2 nd connector is located on a side opposite to the 1 st direction from the center of the main body, and the 3 rd connector is located between the 1 st connector and the 2 nd connector and is located near the center of the main body.

Accordingly, by using three connectors, the unmanned aerial vehicle can be more safely transferred from the running rail to the other rail.

Further, the three connectors can more stably connect the unmanned aerial vehicle to the guide rail. Therefore, safety can be ensured in the unmanned aerial vehicle.

In accordance with another aspect of the present disclosure, an unmanned aerial vehicle includes: a rotary table disposed between the 3 rd connector and the main body; and a ratchet wheel having a engaged portion, wherein the engaged portion is engaged with an engagement portion formed on the turntable by a force applied to the turntable.

Accordingly, the rotation of the turntable can rotate the direction of the unmanned aerial vehicle. When the rotation is performed at a predetermined angle, the engagement portion of the rotation table engages with the engaged portion of the ratchet, whereby the rotation of the rotation table can be controlled. Therefore, the main body can be oriented in a desired direction, and thus the unmanned aerial vehicle can be safely transferred from the traveling rail to another rail.

In the control method according to another aspect of the present disclosure, the unmanned aerial vehicle includes a rotary table between the 3 rd connector and a main body of the unmanned aerial vehicle, and the main body is rotated relative to the rotary table to change the direction of the unmanned aerial vehicle.

Accordingly, the main body can be oriented in a desired direction, and therefore, the unmanned aerial vehicle can be safely transferred from the traveling rail to another rail.

In the unmanned aerial vehicle according to another aspect of the present disclosure, the 1 st area of the 1 st smallest rectangle on the 1 st projection surface is smaller than the 2 nd area of the 2 nd smallest rectangle on the 2 nd projection surface, the 1 st projection surface is obtained by projecting the unmanned aerial vehicle onto the 1 st plane having the 1 st direction as a normal vector, and the 2 nd projection surface is obtained by projecting the unmanned aerial vehicle onto the 2 nd plane having the 2 nd direction as a normal vector.

Accordingly, since the main body has an elongated shape along the longitudinal direction of the guide rail, the unmanned aerial vehicle can safely travel along the guide rail.

In an unmanned aerial vehicle according to another aspect of the present disclosure, the plurality of main rotors includes: a 1 st main rotor; a 2 nd main rotor adjacent to the 1 st main rotor in the 2 nd direction; a 3 rd main rotor adjacent to the 1 st main rotor in the 1 st direction; and a 4 th main rotor adjacent to the 2 nd main rotor in the 1 st direction and adjacent to the 3 rd main rotor in the 2 nd direction, a 1 st interval between the 1 st main rotor and the 2 nd main rotor being narrower than a 2 nd interval between the 1 st main rotor and the 3 rd main rotor.

Accordingly, the 1 st main rotor and the 2 nd main rotor, and the 3 rd main rotor and the 4 th main rotor can be arranged along the longitudinal direction of the guide rail. Therefore, the attitude of the main body can be stabilized even more when the unmanned aerial vehicle travels along the guide rail.

In the unmanned aerial vehicle according to another aspect of the present disclosure, the rotation axis of the at least one sub motor extends along the 1 st direction.

Accordingly, the thrust for driving the unmanned aerial vehicle along the guide rail can be easily applied.

In the unmanned aerial vehicle according to another aspect of the present disclosure, the at least one sub-rotor is disposed at a position lower than the virtual plane.

Accordingly, contact between the main rotor and the sub rotor can be suppressed, and therefore, the safety of the unmanned aerial vehicle can be improved.

In the unmanned aerial vehicle according to another aspect of the present disclosure, the rotation axis of the at least one sub-motor may be variable in an inclination angle with respect to the 1 st direction in a plane having the 2 nd direction as a normal vector.

Accordingly, the rotation axis of the sub motor is variable, so that the unmanned aerial vehicle can be rotated in the yaw direction (horizontal direction). Thus, the orientation of the unmanned aerial vehicle can be changed.

In an unmanned aerial vehicle according to other aspects of the present disclosure, each of the at least one connector comprises: a fixing part; a 1 st arm part, one end of which is connected with the fixed part, and the other end of which is opened and closed relative to the fixed part; a 2 nd arm part, one end of which is connected with the fixing part, and the other end of which is opened and closed relative to the fixing part; a 1 st actuator for opening and closing the 1 st arm; and a 2 nd actuator for opening and closing the 2 nd arm, wherein the control circuit controls the 1 st actuator and the 2 nd actuator, and the 1 st arm is positioned in front of the 2 nd arm in the 1 st direction.

Accordingly, when the 1 st arm of the unmanned aerial vehicle is connected to the 1 st rail, the 1 st arm can be separated from the 1 st rail after the 2 nd arm is connected to the 2 nd rail, which is another rail. Therefore, the unmanned aerial vehicle can move (transfer) by switching the connection from the 1 st track to the 2 nd track.

In the unmanned aerial vehicle according to another aspect of the present disclosure, the 1 st region surrounded by the 1 st arm portion and the fixed portion in the closed state is separated from the 2 nd region surrounded by the 2 nd arm portion and the fixed portion in the closed state.

Accordingly, one connecting body can be connected to two guide rails at the same time. Therefore, the attitude of the unmanned aerial vehicle can be stabilized.

In an unmanned aerial vehicle according to other aspects of the present disclosure, each of the at least one connector comprises: an arm portion capable of being suspended from the guide rail; and a roller provided on an inner peripheral surface of the arm portion and in contact with the guide rail so as to be rotatable with respect to the guide rail.

Accordingly, in a case where the connection body of the unmanned aerial vehicle is connected to the guide rail, the rotation is performed by the roller being in contact with the guide rail, and thus the unmanned aerial vehicle can move along the guide rail. That is, the unmanned aerial vehicle can move along the guide rail only with its own thrust in the traveling direction. Accordingly, energy saving can be achieved since energy for lifting itself is not consumed.

A system according to another aspect of the present disclosure includes: unmanned aircraft; an apparatus comprising at least one 1 st adapter and at least one 2 nd adapter, said at least one 1 st adapter being connectable to at least one cargo carried by said unmanned aerial vehicle, said at least one 2 nd adapter being detachable from said unmanned aerial vehicle; and a wire connected between the unmanned aerial vehicle and the device, the unmanned aerial vehicle having a reel connected to one end of the wire and a lift motor for paying out the wire.

Accordingly, even when there is an obstacle around the predetermined position, the 1 st and 2 nd devices can move around the obstacle. Accordingly, the 2 nd device can be moved vertically above the predetermined position, and the cargo can be reliably distributed to the predetermined position.

In a system according to other aspects of the present disclosure, the apparatus includes: a support body disposed at the at least one 1 st adapter; a plurality of motors arranged on a plurality of side surfaces of the support body; and a plurality of propellers driven by the plurality of motors, the rotation axes of the plurality of motors forming an angle of-45 degrees or more and +45 degrees or less with respect to a virtual plane passing through a center of each of the plurality of propellers.

Accordingly, by controlling the angles of the rotation axes of the plurality of motors with respect to the virtual surface, the position of the cargo can be matched with the predetermined position when the cargo is placed at the predetermined position.

In a system according to other aspects of the present disclosure, the plurality of sides includes: a 1 st side and a 2 nd side, and a 3 rd side and a 4 th side, the 1 st side and the 2 nd side facing each other in the 1 st direction in a loading state in which the device is loaded on the unmanned aerial vehicle, the 3 rd side and the 4 th side facing each other in the 2 nd direction in the loading state, the plurality of motors including: a 1 st motor arranged on the 1 st side, a 2 nd motor arranged on the 2 nd side, a 3 rd motor arranged on the 3 rd side, and a 4 th motor arranged on the 4 th side, the plurality of propellers including: a 1 st propeller rotated by the 1 st motor, a 2 nd propeller rotated by the 2 nd motor, a 3 rd propeller rotated by the 3 rd motor, and a 4 th propeller rotated by the 4 th motor.

Accordingly, the 1 st motor, the 2 nd motor, the 3 rd motor, and the 4 th motor are driven, whereby the device can be moved in a desired direction. Accordingly, the position of the device with respect to the predetermined position can be finely adjusted with high accuracy.

A control method according to an aspect of the present disclosure is a control method for controlling an unmanned aerial vehicle including: a body having a 1 st length in a 1 st direction longer than a 2 nd length in a 2 nd direction, the 2 nd direction being a direction orthogonal to the 1 st direction; a plurality of main rotors rotating in virtual planes parallel to the 1 st and 2 nd directions; a plurality of main motors mounted on the main body and configured to rotate the plurality of main rotors, respectively; at least three connectors mounted on the main body and capable of being suspended on at least one rail at a position apart from the ground; at least one auxiliary rotor for applying thrust force for pushing the main body in the 1 st direction; at least one sub motor mounted on the main body to rotate the at least one sub rotor; and a control circuit configured to control the plurality of main motors and the at least one auxiliary motor, wherein the 1 st connector is located on a 1 st direction side from a center of the main body, the 2 nd connector is located on a side opposite to the 1 st direction from the center of the main body, and the 3 rd connector is located between the 1 st connector and the 2 nd connector and is located in the vicinity of the center of the main body, and in the control method, when the unmanned aerial vehicle is switched from the 1 st to the 2 nd guide rails, it is determined that the 1 st connector is close to the 2 nd guide rail, and when it is determined that the 1 st connector is close to the 2 nd guide rail, the 1 st connector is separated from the 1 st guide rail, and by rotating the auxiliary rotor, the unmanned aerial vehicle is pushed in the 1 st direction, it is determined that the 1 st connector passes through the 2 nd guide rail, and when it is determined that the 1 st connector is connected to the 2 nd guide rail, the unmanned aerial vehicle is rotated, and the 2 st guide is connected to the unmanned aerial vehicle is rotated in the 2 nd guide rail, and the unmanned aerial vehicle is connected in the 2 st direction.

Accordingly, the unmanned aerial vehicle can reliably switch (transfer) the connection when switching from the 1 st track to the 2 nd track.

In the control method according to another aspect of the present disclosure, when it is determined that the 1 st connector passes through the 2 nd rail, the 1 st connector is connected to the 1 st rail, it is determined whether or not the unmanned aerial vehicle is balanced in center of gravity, and when it is determined that the unmanned aerial vehicle is balanced in center of gravity, the 1 st connector and the 2 nd connector are separated from the 1 st rail, the unmanned aerial vehicle is rotated so that the 1 st direction of the unmanned aerial vehicle is parallel to the 2 nd rail, and after the unmanned aerial vehicle is rotated, the 1 st connector and the 2 nd connector are connected to the 2 nd rail.

Accordingly, even if the 2 nd rail is inclined with respect to the 1 st rail, for example, the gravity center balance of the unmanned aerial vehicle can be changed, and the unmanned aerial vehicle can reliably switch the connection from the 1 st rail to the 2 nd rail (transfer).

In the control method according to another aspect of the present disclosure, after the unmanned aerial vehicle is rotated and the 1 st connector and the 2 nd connector are connected to the 2 nd rail, the 3 rd connector is separated from the 1 st rail and the turntable is rotated, so that the posture of the 3 rd connector coincides with the posture of the 1 st connector and the posture of the 2 nd connector, respectively.

Accordingly, when the 3 rd connector is disengaged from the 1 st rail, the posture of the 3 rd connector can be matched with the postures of the 1 st connector and the 2 nd connector, respectively. Therefore, the 3 rd connector can be connected to the 2 nd rail together with the 1 st connector and the 2 nd connector.

In the control method according to another aspect of the present disclosure, the unmanned aerial vehicle includes a rotor for rotation, and the direction of the unmanned aerial vehicle is changed by the thrust of the rotor for rotation, the rotor for rotation being located at a position corresponding to the sub-rotor in the 1 st direction.

Accordingly, by rotating the rotor, the traveling direction of the unmanned aerial vehicle can be easily changed.

A lifting system according to another aspect of the present disclosure may include: the unmanned aerial vehicle comprises an unmanned aerial vehicle, a 1 st device detachably mounted on the unmanned aerial vehicle, a 1 st wire connecting the 1 st device to the unmanned aerial vehicle, a 1 st reel capable of winding and recovering the 1 st wire, a 2 nd device detachably mounted on cargoes and detachably mounted on the 1 st device, a 2 nd wire connecting the 1 st device and the 2 nd device, a 2 nd reel capable of winding and recovering the 2 nd wire, and a control part, wherein the control part is used for separating the 1 st device and the 2 nd device from the unmanned aerial vehicle when the unmanned aerial vehicle is positioned at a position separated from the ground, controlling the 1 st reel to release the 1 st wire, separating the 2 nd device from the 1 st device, controlling the 2 nd reel to release the 2 nd wire.

Accordingly, even when the cargo is difficult to be transported to the predetermined position due to an obstacle or the like being located vertically above the predetermined position, the 1 st and 2 nd devices can be moved while bypassing the obstacle. Therefore, by moving the 2 nd device vertically above the predetermined position, the cargo can be reliably distributed to the predetermined position.

In the lifting system according to another aspect of the present disclosure, the 1 st apparatus may include: a 1 st support detachably attached to the unmanned aerial vehicle, a plurality of 1 st motors disposed on a plurality of side surfaces of the 1 st support, and a plurality of 1 st propellers driven by the plurality of 1 st motors, the 2 nd device comprising: a 2 nd support body detachably attached to the 1 st device, a plurality of 2 nd motors arranged on a plurality of side surfaces of the 2 nd support body, and a plurality of 2 nd propellers driven by the plurality of 2 nd motors.

Accordingly, the position of the 1 st device for the unmanned aerial vehicle can be adjusted, and the position of the 2 nd device for the 1 st device can be adjusted. Therefore, the 1 st device and the 2 nd device can move around the obstacle. In this way, the cargo can be reliably distributed to the predetermined position.

In the lifting system according to another aspect of the present disclosure, the control unit may drive the plurality of 1 st motors and/or the plurality of 2 nd motors after disengaging the 1 st device and the 2 nd device from the unmanned aerial vehicle, and may drive the plurality of 1 st motors and the plurality of 2 nd motors after disengaging the 2 nd device from the 1 st device.

Accordingly, the 1 st device and the 2 nd device can be moved integrally until the destination position for bypassing the obstacle. Therefore, the control unit can suppress an increase in processing load for driving and controlling the plurality of 1 st motors and the plurality of 2 nd motors.

In the lifting system according to another aspect of the present disclosure, the control unit may control the plurality of 1 st motors and the plurality of 2 nd motors differently so that a 1 st suspension direction of the 1 st wire extending between the unmanned aerial vehicle and the 1 st device is different from a 2 nd suspension direction of the 2 nd wire extending between the 1 st device and the 2 nd device after disengaging the 2 nd device from the 1 st device.

Accordingly, even if an obstacle is present vertically above the predetermined position, the obstacle can be bypassed, and the positions of the 1 st device and the 2 nd device can be controlled. In this way, in the lifting system, the cargo can be surely distributed to the predetermined position.

In the lifting system according to another aspect of the present disclosure, the control unit may control the plurality of 1 st motors and the plurality of 2 nd motors differently after disengaging the 2 nd device from the 1 st device, and may reduce an area where the 1 st device and the 2 nd device overlap or may prevent the 1 st device and the 2 nd device from overlapping when viewed from a direction perpendicular to the ground.

Accordingly, the relative positions of the 1 st device and the 2 nd device can be changed so that the 1 st device is not arranged vertically above the 2 nd device. Therefore, even if there is an obstacle vertically above the predetermined position, the 1 st device and the 2 nd device can be surely caused to bypass the obstacle. In this way, the cargo can be reliably distributed to the predetermined position.

In the lifting system according to another aspect of the present disclosure, the control unit may be configured to, after detaching the cargo from the 2 nd device, wind and collect the 2 nd wire around the 2 nd reel, load the 2 nd device onto the 1 st device, wind and collect the 1 st wire around the 1 st reel, and load the 1 st device and the 2 nd device onto the unmanned aerial vehicle.

Accordingly, after the cargo is distributed to the predetermined position, the 2 nd wire can be wound and recovered to load the 2 nd device into the 1 st device, and the 1 st wire is wound and recovered to load the 1 st device and the 2 nd device into the unmanned aerial vehicle. Accordingly, the 1 st wire and the 2 nd wire can be prevented from being damaged or entangled by contact with the obstacle. Therefore, a decrease in the operation efficiency of the lifting system can be suppressed.

In the elevator system according to another aspect of the present disclosure, the unmanned aerial vehicle may have an arm portion capable of grasping a rail, and the control unit may disengage the 1 st device and the 2 nd device from the unmanned aerial vehicle in a state in which the unmanned aerial vehicle is located at a position apart from the ground and the arm portion grasps the rail.

Accordingly, the unmanned aerial vehicle can be held by the arm portion to the guide rail. Therefore, even if the 1 st and 2 nd devices are separated from the unmanned aerial vehicle, the 1 st and 2 nd devices can be held via the 1 st and 2 nd wires. Accordingly, the drop of the 1 st device and the 2 nd device can be suppressed.

Even if the unmanned aerial vehicle is not flown, the unmanned aerial vehicle can be held on the guide rail, and therefore, the energy consumption by the unmanned aerial vehicle can be suppressed.

In the lifting system according to another aspect of the present disclosure, the lifting system may include: a 3 rd device detachably mounted between the 1 st device and the 2 nd device; a 3 rd wire connecting the 1 st device and the 3 rd device; a 3 rd reel capable of winding and recovering the 3 rd wire; a 4 th wire connecting the 3 rd device and the 2 nd device; and a 4 th reel capable of winding and recovering the 4 th wire.

Accordingly, after the cargo is distributed to the predetermined position, the 4 th wire can be wound and recovered, the 2 nd device can be loaded to the 3 rd device, the 3 rd wire can be wound and recovered, the 2 nd device and the 3 rd device can be loaded to the 1 st device, the 1 st wire can be wound and recovered, and the 2 nd device, the 3 rd device and the 1 st device can be loaded to the unmanned aerial vehicle. Therefore, damage, entanglement, and the like of the 1 st wire, the 3 rd wire, and the 4 th wire due to contact with the obstacle can be suppressed. Accordingly, a decrease in the operation efficiency of the lifting system can be suppressed.

In the lifting system according to another aspect of the present disclosure, an angle formed by the rotation axis of each of the plurality of 1 st motors with respect to a virtual plane passing through the center of each of the plurality of 1 st propellers is-45 degrees or more and +45 degrees or less.

Accordingly, by controlling the angles of the rotation axes of the plurality of motors with respect to the virtual surface, the position of the cargo can be matched with the predetermined position when the cargo is placed at the predetermined position. By moving the 1 st and 2 nd devices in a desired direction, the positions of the 1 st and 2 nd devices relative to a predetermined position can be finely adjusted.

In a state where the support body is suspended on the object via the wire, the 1 st and 2 nd devices are lowered, and the position of the 1 st and 2 nd devices can be finely adjusted because the cargo can be adjusted so as to be aligned with a predetermined position when viewed from the vertical direction.

Therefore, in the 1 st and 2 nd apparatuses, the cargo can be placed at a predetermined position. In particular, when the 1 st and 2 nd devices are used outdoors, even if the 1 st and 2 nd devices are displaced from the predetermined position due to wind or the like, the displacement can be corrected to move the 1 st and 2 nd devices to the predetermined position, and the cargo can be placed at the predetermined position.

The lifting system according to another aspect of the present disclosure further includes one or more actuators for adjusting the angle formed by the rotation axes of the plurality of 1 st motors with respect to the virtual surface.

Accordingly, the posture of the plurality of 1 st motors with respect to the support body can be adjusted. Therefore, the 1 st and 2 nd devices can be moved in the horizontal direction or in the vertical direction. Accordingly, the position of the cargo can be more accurately adjusted so that the cargo is aligned with the predetermined position.

In the lifting system according to another aspect of the present disclosure, the one or more actuators tilt the rotation shaft so that the angle becomes 0 degrees in the 1 st mode, and tilt the rotation shaft so that the angle becomes an elevation angle in the 2 nd mode.

Accordingly, the postures of the rotation axes of one or more motors among the rotation axes of the plurality of motors can be controlled individually. Therefore, the posture, the traveling direction, and the like of the 1 st and 2 nd devices can be finely controlled, and the positions of the 1 st and 2 nd devices can be finely adjusted with high accuracy, so that the 1 st and 2 nd devices can be moved to predetermined positions.

In the lifting system according to another aspect of the present disclosure, the 1 st wire is directly connected to at least one connection point of the 1 st support.

Accordingly, the 1 st support body can be suspended via the 1 st wire by providing only one connection point to the 1 st support body. Therefore, the structure of the 1 st wire can be simplified.

In the lifting system according to another aspect of the present disclosure, the 1 st wire includes a 1 st main wire and a plurality of 1 st auxiliary wires, one end of the plurality of 1 st auxiliary wires is directly connected to the plurality of connection points of the 1 st support body in one-to-one correspondence, the other end of the plurality of 1 st auxiliary wires is connected to one end of the 1 st main wire as one common connection point, and the 1 st main wire suspends and holds the 1 st support body on the unmanned aerial vehicle via the plurality of 1 st auxiliary wires.

Accordingly, the 1 st auxiliary conductors can be connected to the 1 st support body one by one via the plurality of connection points. Accordingly, the posture of the 1 st support body in the state of suspending the 1 st support body can be stabilized by the 1 st main wire and the 1 st auxiliary wire.

In the lifting system according to another aspect of the present disclosure, the 1 st support body has a 1 st frame body having a polyhedral shape, and the plurality of connection points are arranged at a plurality of portions of the 1 st frame body corresponding to a plurality of vertices.

Accordingly, the posture of the 1 st support body in the state of suspending the 1 st support body can be stabilized more reliably by the 1 st lead wire.

In the lifting system according to another aspect of the present disclosure, the 1 st support body has a 1 st frame body having a polyhedral shape, and the one connection point is movable on a plane in the 1 st frame body parallel to the virtual plane.

Accordingly, the position of one connection point with respect to the 1 st support body can be changed. Therefore, for example, even if the position of the center of gravity of the 1 st support body in the state where the load is held is deviated from the center, the position of the connection point can be changed so that the position of the connection point coincides with the center of gravity. Therefore, the posture of the 1 st support suspended by the 1 st wire can be corrected to a desired posture.

In the lifting system according to another aspect of the present disclosure, the side surface portion of the 1 st support body includes: the control unit is configured to execute a 3 rd mode and a 4 th mode, wherein the 3 rd mode is a mode in which the 1 st rotation axis is rotated in a 1 st rotation direction and the 2 nd rotation axis is rotated in a 2 nd rotation direction opposite to the 1 st rotation direction, and the 4 th mode is a mode in which the 1 st rotation axis and the 2 nd rotation axis are rotated in the 2 nd rotation direction, and the 1 st motor is provided on the 1 st side surface portion and the 1 st rotation axis is provided on the 2 nd side surface portion, and the 2 nd side surface portion is opposite to the 1 st rotation direction, and the 2 nd side surface portion is opposite to the 1 st side surface portion.

Accordingly, by reversing the rotation direction of the 1 st rotation axis and the 2 nd rotation axis, the 1 st device and the 2 nd device can obtain thrust force for pushing in a desired direction. Accordingly, the 1 st and 2 nd devices can finely adjust the positions of the 1 st and 2 nd devices with respect to the predetermined positions with high accuracy.

In the lifting system according to another aspect of the present disclosure, the plurality of 1 st motors includes a third 1 st motor and a fourth 1 st motor, the third 1 st motor is provided on the 1 st side surface portion, is provided at a position adjacent to the first 1 st motor in a virtual plane, and includes a 3 rd rotation shaft, the fourth 1 st motor is provided on the 2 nd side surface portion, is provided at a position adjacent to the second 1 st motor in the virtual plane, and includes a 4 th rotation shaft, and the control unit rotates the 3 rd rotation shaft in the 2 nd rotation direction and rotates the 4 th rotation shaft in the 1 st rotation direction in the 3 rd mode, and rotates the 3 rd rotation shaft and the 4 th rotation shaft in the 1 st rotation direction in the 4 th mode.

Accordingly, by reversing the rotation direction of the 3 rd rotation shaft and the 4 th rotation shaft, a thrust in a desired direction can be obtained. Since the rotational directions of the 1 st rotation axis and the 2 nd rotation axis can be controlled, the position relative to the predetermined position can be finely adjusted with high accuracy.

In the lifting system according to another aspect of the present disclosure, the 2 nd device further includes a sensor that senses a position of a storage device for storing the cargo.

Accordingly, the position of the device with respect to the storage device can be accurately sensed, and thus the position of the device with respect to the storage device can be finely adjusted with high accuracy.

An unmanned aerial vehicle according to another aspect of the present disclosure includes: a main body having a 1 st length in a 1 st direction longer than a 2 nd length in a 2 nd direction, the 2 nd direction being a direction orthogonal to the 1 st direction; a plurality of main rotors rotating in virtual planes parallel to the 1 st and 2 nd directions; a plurality of main motors mounted on the main body and configured to rotate the plurality of main rotors, respectively; at least one connector (connector) mounted on the main body, extending from the main body in a 3 rd direction intersecting the virtual plane, and capable of being suspended (hangable) on at least one guide rail at a position apart from the ground; at least one auxiliary rotor for applying thrust force for pushing the main body in the 1 st direction; at least one sub motor mounted on the main body to rotate the at least one sub rotor; and a control circuit that controls the plurality of main motors and the at least one sub motor.

In an unmanned aerial vehicle according to another aspect of the present disclosure, the plurality of main rotors includes: a 5 th main rotor rotating in coaxial reverse rotation with the 1 st main rotor; a 6 th main rotor rotating in coaxial reverse rotation with the 2 nd main rotor; the 7 th main rotor rotates so as to be coaxially inverted with the 3 rd main rotor, and the 8 th main rotor rotates so as to be coaxially inverted with the 4 th main rotor.

In the unmanned aerial vehicle according to another aspect of the present disclosure, the at least one sub-rotor and the at least one sub-motor are disposed at one end of the main body in the 1 st direction.

In an unmanned aerial vehicle according to other aspects of the present disclosure, each of the at least one secondary rotor includes a plurality of blades having a variable pitch angle, and the control circuit controls the pitch angle.

In the unmanned aerial vehicle according to another aspect of the present disclosure, each of the at least one sub-rotor includes a plurality of blades, and a distance between a rotational axis of the at least one sub-motor and the virtual plane is greater than a length of each of the plurality of blades.

In the unmanned aerial vehicle according to another aspect of the present disclosure, each of the at least one sub rotor is slidably mounted on the main body in the 3 rd direction.

In the unmanned aerial vehicle according to another aspect of the present disclosure, the plurality of main rotors are composed of 2 blades, and the control circuit stops the plurality of main motors and operates the at least one sub motor, and the 2 blades are stopped at positions parallel to the 1 st direction.

In the unmanned aerial vehicle according to another aspect of the present disclosure, the at least one connector includes a 1 st connector and a 2 nd connector, and the 2 nd connector is adjacent to the 1 st connector in the 1 st direction.

In the unmanned aerial vehicle according to another aspect of the present disclosure, the at least one rail includes a 1 st rail and a 2 nd rail extending parallel to each other, and the at least one connector includes a 1 st arm portion capable of being suspended from the 1 st rail, and a 2 nd arm portion capable of being suspended from the 2 nd rail.

In an unmanned aerial vehicle according to other aspects of the present disclosure, each of the at least one connector comprises: a fixing part; a 1 st arm part, one end of which is connected with the fixed part, and the other end of which is opened and closed relative to the fixed part; a 2 nd arm part, one end of which is connected with the fixing part, and the other end of which is opened and closed relative to the fixing part; a 1 st actuator for opening and closing the 1 st arm; and a 2 nd actuator for opening and closing the 2 nd arm, wherein the control circuit controls the 1 st actuator and the 2 nd actuator, and a 1 st area surrounded by the 1 st arm and the fixing portion in a closed state is separated from a 2 nd area surrounded by the 2 nd arm and the fixing portion in a closed state.

In the unmanned aerial vehicle according to another aspect of the present disclosure, the fixing portion includes a dividing portion that extends in the 3 rd direction to separate the 1 st region from the 2 nd region.

A system according to another aspect of the present disclosure includes an unmanned aerial vehicle and a device including at least one 1 st adapter connectable to at least one cargo carried by the unmanned aerial vehicle and at least one 2 nd adapter detachable from the unmanned aerial vehicle.

In the system according to another aspect of the present disclosure, the system further includes a wire connected between the unmanned aerial vehicle and the device, and the unmanned aerial vehicle further includes a reel connected to one end of the wire, and a lift motor for discharging the wire.

In the system according to another aspect of the present disclosure, the control circuit disengages the device connected to the at least one cargo from the unmanned aerial vehicle and releases the wire from the lift motor.

In the system according to another aspect of the present disclosure, the control circuit releases the connection between the device and the at least one cargo, and winds the lifting motor to collect the wire.

In the system according to another aspect of the present disclosure, the at least one cargo is a plurality of cargoes, and the at least one 1 st adapter includes a plurality of 1 st adapters capable of independently loading and unloading the plurality of cargoes.

An unmanned aerial vehicle according to another aspect of the present disclosure includes: a main body; a 1 st movable body rotatably connected to the main body on a 1 st side of the main body; a 2 nd movable body rotatably connected to the main body at a 2 nd side of the main body opposite to the 1 st side; a plurality of 1 st motors arranged on the 1 st movable body; a plurality of 2 nd motors arranged on the 2 nd movable body; a plurality of 1 st rotors rotated by the 1 st motors, respectively; a plurality of 2 nd rotors rotated by the plurality of 2 nd motors, respectively; and at least one connector extending upward from the body and capable of hanging on at least one rail at a position spaced apart from the ground.

An unmanned aerial vehicle according to another aspect of the present disclosure further includes: a 1 st actuator configured to change a 1 st angle of the 1 st movable body with respect to the main body; a 2 nd actuator configured to change a 2 nd angle of the 2 nd movable body with respect to the main body; the plurality of 1 st motors and the plurality of 2 nd motors; and a control circuit capable of controlling the 1 st actuator and the 2 nd actuator.

In the unmanned aerial vehicle according to another aspect of the present disclosure, the control circuit switches the modes (a) to (c) below by the 1 st actuator and the 2 nd actuator. (a) In the 1 st mode, the direction of the 1 st rotation axis of each of the 1 st motors and the direction of the 2 nd rotation axis of each of the 2 nd motors are oriented vertically upward. (b) And a 2 nd mode in which the 1 st rotation axis is oriented in the 1 st horizontal direction and the 2 nd rotation axis is oriented vertically upward. (c) And a 3 rd mode in which the 1 st rotation axis is oriented in the 1 st horizontal direction and the 2 nd rotation axis is oriented in a 2 nd horizontal direction opposite to the 1 st horizontal direction.

In the unmanned aerial vehicle according to another aspect of the present disclosure, the 1 st horizontal direction and the 2 nd horizontal direction are both directions from the main body to the outside.

A control method according to another aspect of the present disclosure is a control method of an unmanned aerial vehicle that holds a transport requiring cold or heat preservation, the control method including the steps of: 1, obtaining a destination position of the unmanned aerial vehicle; 2, obtaining the current position of the unmanned aerial vehicle; and a 3 rd obtaining step of obtaining a predicted time when the allowable upper limit temperature of the transport object is reached, wherein the unmanned aerial vehicle is moved to the departure position when the time when the unmanned aerial vehicle is moved from the current position to the destination position is greater than the predicted time, and wherein the unmanned aerial vehicle is moved to the destination position when the time when the unmanned aerial vehicle is moved from the current position to the destination position is equal to or less than the predicted time.

Accordingly, the transportation of the transportation object can be stopped and returned to the departure position while the transportation object is delivered to the destination position at the predicted time. Therefore, the quality of the transport can be protected, or the reduction in the operation rate of the unmanned aerial vehicle can be suppressed.

A control method according to another aspect of the present disclosure is a control method of an unmanned aerial vehicle that holds a transport requiring cold or heat preservation, the control method including the steps of: a 4 th obtaining step of obtaining a departure position of the unmanned aerial vehicle; a 5 th obtaining step of obtaining a destination location of the unmanned aerial vehicle; a 6 th obtaining step of obtaining a current position of the unmanned aerial vehicle; and a 7 th obtaining step of obtaining an allowable upper limit temperature of the transportation, wherein the unmanned aerial vehicle is moved to the departure position when the distance from the current position to the destination position is greater than a predetermined value, and the unmanned aerial vehicle is moved to the destination position when the distance from the current position to the destination position is equal to or less than the predetermined value, and the predetermined value is a value at which the temperature of the transportation reaches the allowable upper limit temperature when the unmanned aerial vehicle is moved at a predetermined speed.

Accordingly, the transportation can be delivered to the destination position according to the current position, or the transportation of the transportation can be stopped and returned to the departure position. Therefore, the quality of the transport can be protected, or the reduction in the operation rate of the unmanned aerial vehicle can be suppressed.

In the control method according to another aspect of the present disclosure, when the predetermined speed is V and the temperature of the transported object reaches the allowable upper limit temperature, t is set _Z Setting the time in the current position as t _C In the case of (2), the predetermined value is set to V× (t _Z -t _C ) To calculate.

Accordingly, since the temperature of the transported object can be monitored, the transported object having an appropriate temperature can be distributed to the user. Therefore, delivery of the shipment exceeding the allowable upper limit temperature to the user can be suppressed.

A control method according to another aspect of the present disclosure is a control method for an express box, and the control method includes the steps of: measuring the electric quantity held by the express box; and a transmission step of measuring the weight of the transported object stored in the express box, that is, measuring the weight of the goods in the express box, and transmitting information showing the weight of the goods to a server, when the electric quantity is larger than a predetermined value.

Accordingly, whether goods are stored in the interior of the express box can be judged by measuring the weight of the interior of the express box.

A control method according to another aspect of the present disclosure includes a power generation step in which the express box includes a door, and power is generated and stored by opening and closing the door.

Accordingly, since power can be automatically generated by the opening and closing operation of the door of the express box, energy saving of the express box can be achieved.

A control method according to another aspect of the present disclosure includes a transmission step of transmitting information on opening and closing of the door to the server when the electric power is larger than a predetermined value.

Accordingly, the information on the opening and closing of the door can be transmitted by using the electric power stored by the electric power generation. Therefore, energy saving of the express box can be achieved.

Another aspect of the present disclosure relates to an information providing method in a management system used in a service for delivering goods to a vending machine using an unmanned carrier, the method including: the acquisition request displays request information of the vending machine which can be used as a receiving place of the commodity; generating a list, which is related to a plurality of vending machines included in a prescribed area, based on a database that manages reservation status of the vending machines, and contains 1 st information indicating whether each of the plurality of vending machines is available for each of the dispatchable time periods; and causing the list to be displayed on a display of the information terminal in correspondence with the request information.

In the information providing method according to another aspect of the present disclosure, the list further includes 2 nd information indicating a term for which the user should collect the commodity, and the 2 nd information is generated in consideration of a reservation status of the vending machine in the predetermined period of time or a reservation status when the vending machine was used as a collection point for the commodity based on a database for managing the reservation status of the vending machine.

Another aspect of the present disclosure relates to an information providing method in a management system used in a service for delivering goods to a vending machine using an unmanned carrier, the method including: acquiring request information requesting to display a product list sold in a 1 st store, acquiring 1 st store information indicating products sold in the 1 st store and an inventory of the products, acquiring 2 nd store information indicating products sold in a 2 nd store located within a predetermined distance from the 1 st store and an inventory of the products, generating the product list including the 1 st products in the 1 st store and the 2 nd products in which there is no inventory in the 1 st store but there is inventory in the 2 nd store based on the 1 st store information and the 2 nd store information, and displaying the product list on a display of the information terminal.

In another aspect of the present disclosure, the 1 st article and the 2 nd article are displayed differently when the article list is displayed on the display of the information terminal.

In another aspect of the present disclosure, when the product list is displayed on the display of the information terminal, the 1 st product is displayed in the 1 st color, and the 2 nd product is displayed in the 2 nd color.

In another aspect of the present disclosure, when the product list is displayed on the display of the information terminal, the 1 st product is displayed in color and the 2 nd product is displayed in gray.

A vending machine according to another aspect of the present disclosure is a vending machine for a service for delivering goods to the vending machine using an unmanned carrier, comprising: a housing including a 1 st space and a 2 nd space; the bottom plate is positioned in the shell and used for placing the commodity; a moving mechanism which is located in the housing, includes a motor, and moves the bottom plate along a circulation path by driving of the motor; and a control unit, which is located in the housing, controls the movement mechanism, and the circulation path includes: a 1 st path located in the 1 st space and configured to move the bottom plate on which the commodity is placed downward in a gravitational direction; and a 2 nd path located in the 2 nd space and moving the bottom plate upward in the gravity direction.

In the vending machine according to another aspect of the present disclosure, the 2 nd space is narrower than the 1 st space when viewed from the upward direction of the gravitational direction.

In the vending machine according to another aspect of the present disclosure, the base plate may be in the 1 st mode in the 1 st space and in the 2 nd mode different from the 1 st mode in the 2 nd space.

In the vending machine according to the first aspect of the present disclosure, the top surface of the bottom plate is perpendicular to the gravity direction, and in the second aspect, the top surface of the bottom plate is parallel to the gravity direction.

In the vending machine according to another aspect of the present disclosure, the mode 1 is changed from the mode 2 by the base plate rotating about a line including a center of gravity of the base plate.

In the vending machine according to another aspect of the present disclosure, the base plate is configured to be foldable, and the mode 1 is changed from the mode 2 by folding the base plate.

The vending machine according to another aspect of the present disclosure further includes a lock structure for fixing the vending machine according to the 1 st aspect.

In the vending machine according to another aspect of the present disclosure, the housing further includes a 3 rd space for storing the commodity when the commodity is not collected by the user, and the control unit controls the moving mechanism so that the bottom plate, which is located in the 1 st space and on which the commodity is placed, moves to the 3 rd space via a 3 rd path branched from the circulation path after a predetermined time elapses.

In the vending machine according to another aspect of the present disclosure, the housing includes an upper cover that is located above the upper cover in the gravitational direction and is configured to be openable and closable, and the commodity is disposed in the vending machine via a wire extending downward from the automated guided vehicle located above the vending machine when the upper cover is opened.

In the vending machine according to another aspect of the present disclosure, the housing includes an upper cover that is located above the upper cover in the gravitational direction and is configured to be openable and closable, and the commodity is disposed in the vending machine via a wire extending downward from the automated guided vehicle located above the vending machine when the upper cover is opened.

A control method according to another aspect of the present disclosure is a control method in a management system used in a service of distributing a commodity sold in a store to a vending machine using an unmanned carrier, the control method including: acquiring, from an information terminal of a user, information indicating a commodity 1 ordered by the user, information indicating a delivery destination of the commodity 1, and information indicating a delivery time period 1 of the commodity 1; acquiring, from a store terminal, a box ID for identifying a predetermined box provided in the store for causing the automated guided vehicle to collect the ordered commodity 1; associating and managing information indicating the commodity 1, information indicating a delivery destination of the commodity 1, information indicating a delivery time zone 1 of the commodity 1, and the box ID; and transmitting the box ID and information indicating the dispatch destination of the commodity 1 to the automated guided vehicle.

The control method according to another aspect of the present disclosure further includes: when information indicating that the delivery time zone 1 of the commodity 1 is changed to the delivery time zone 2 is acquired from the information terminal of the user, the information indicating the commodity 1, the information indicating the delivery destination of the commodity 1, the information indicating the delivery time zone 2 of the commodity 1, and the box ID are associated and managed.

A control method of an unmanned aerial vehicle according to another aspect of the present disclosure is a control method of an unmanned aerial vehicle in a management system for a service for delivering goods to a vending machine using the unmanned aerial vehicle, the control method of the unmanned aerial vehicle including: acquiring, from an information terminal of a user, position information indicating a current position of the information terminal; acquiring predetermined time information from the information terminal of the user, the predetermined time information indicating a predetermined time at which the commodity ordered by the user is received by the vending machine; determining, based on the location information and the predetermined time information, whether the user is able to collect the merchandise from the vending machine at the predetermined time; and after determining that the user can collect the commodity from the vending machine at the predetermined time, controlling an actuator of the automated guided vehicle to collect the commodity in a store selling the commodity.

In another aspect of the present disclosure, the control method of the automated guided vehicle determines that the user can collect the commodity from the vending machine at the predetermined time when the current position of the information terminal is included in a predetermined area including the vending machine.

Another aspect of the present disclosure relates to an information providing method in a management system used in a service for delivering goods to a vending machine using an unmanned carrier, the method including: acquiring, from an information terminal of a user, position information indicating a current position of the information terminal; acquiring predetermined time information indicating a predetermined time at which the vending machine receives the commodity ordered by the user; determining, based on the location information and the predetermined time information, whether the user is able to collect the merchandise from the vending machine at the predetermined time; and after determining that the user can collect the commodity from the vending machine at the predetermined time, transmitting information indicating that preparation of the automated guided vehicle for collection of the commodity is started to a store selling the commodity.

In another aspect of the present disclosure, the information providing method determines that the user can collect the commodity from the vending machine at the predetermined time when the current position of the information terminal is included in a predetermined area including the vending machine.

A control method of an unmanned aerial vehicle according to another aspect of the present disclosure is a control method of an unmanned aerial vehicle in a management system for a service for delivering goods to a vending machine using the unmanned aerial vehicle, the control method of the unmanned aerial vehicle including: acquiring, from an information terminal of a user, position information indicating a current position of the information terminal; acquiring predetermined time information from the information terminal of the user, the predetermined time information indicating a predetermined time at which the commodity ordered by the user is received by the vending machine; determining, based on the location information and the predetermined time information, whether the user is able to collect the merchandise from the vending machine at the predetermined time; and controlling an actuator of the automated guided vehicle to move the commodity from the automated guided vehicle to the inside of the vending machine after the user is determined to be able to collect the commodity from the vending machine at the predetermined time.

In another aspect of the present disclosure, the control method of the automated guided vehicle determines that the user can collect the commodity from the vending machine at the predetermined time when the current position of the information terminal is included in a predetermined area including the vending machine.

Another aspect of the present disclosure relates to an information providing method in a management system used in a service for delivering goods to a vending machine using an unmanned carrier, the method including: the acquisition request display unit acquires weather information including a prediction of a wind speed in a predetermined area as request information of a vending machine usable as a location where the commodity is received, and generates a list, which is related to a plurality of vending machines included in the predetermined area and includes information indicating whether each of the plurality of vending machines is usable for each of the dispatchable time periods, based on a database that manages the weather information and a reservation status of the vending machine, wherein the list indicates that the predetermined vending machine is not usable for a predetermined time period in which the prediction of the wind speed in the area including the predetermined vending machine is equal to or higher than the predetermined wind speed; and causing the list to be displayed on a display of the information terminal in correspondence with the request information.

A control method of an unmanned aerial vehicle according to another aspect of the present disclosure is a control method of an unmanned aerial vehicle in a management system for a service for delivering goods to a vending machine using the unmanned aerial vehicle, comprising: acquiring predetermined time information from the information terminal of the user, the predetermined time information indicating a predetermined time at which the commodity ordered by the user is received by the vending machine; obtaining weather information representing a prediction of wind speed in a zone containing the vending machine; and transmitting a message for confirming whether to change a dispatch timing or cancel a subscription to an information terminal of the user when it is determined that the wind speed in the area including the vending machine exceeds a predetermined wind speed at the predetermined timing based on the predetermined timing information and the weather information.

In another aspect of the present disclosure, the control method of the automated guided vehicle is a control method of the automated guided vehicle in a management system for a service for delivering a commodity to a vending machine using the automated guided vehicle, wherein the control method of the automated guided vehicle acquires full-air information of a 1 st vending machine, and when it is determined that the 1 st vending machine is full based on the full-air information, a notification indicating that one of a 1 st option, a 2 nd option, and a 3 rd option should be selected is transmitted to an information terminal of a user, wherein the 1 st option is to collect the commodity from a 2 nd vending machine different from the 1 st vending machine, the 2 nd option is to change a collection time of the commodity in the 1 st vending machine, and the 3 rd option is to directly collect the commodity by the user.

In another aspect of the present disclosure, when the 1 st option is selected from the information terminal of the user, the control method of the automated guided vehicle transmits a dispatch scheduled time for the 2 nd vending machine to the information terminal and transmits a start instruction of picking of the commodity to a store system.

In another aspect of the present disclosure, the control method of the automated guided vehicle includes, when the option 2 is selected from the information terminal of the user, transmitting the changed collection time to the information terminal.

In another aspect of the present disclosure, the control method of the automated guided vehicle includes, when the 3 rd option is selected from the information terminal of the user, transmitting a message related to the user directly receiving the commodity to the information terminal, and transmitting a start instruction of picking the commodity to the store system.

A control method of an unmanned aerial vehicle according to another aspect of the present disclosure is a control method of an unmanned aerial vehicle in a management system for a service for delivering goods to a vending machine using the unmanned aerial vehicle, the control method of the unmanned aerial vehicle including the steps of: acquiring image data from a camera mounted on the unmanned carrier in a predetermined area including a dispatch destination; judging whether a person exists in a predetermined area based on the image data; and outputting a predetermined sound from a speaker mounted on the automated guided vehicle when the person is determined to be present.

In the method for controlling the automated guided vehicle according to another aspect of the present disclosure, the predetermined sound includes at least one of removal of the commodity from the automated guided vehicle, non-approaching, remote distance, stationary, and stationary.

Another aspect of the present disclosure relates to an information providing method in a management system used in a service for delivering goods to a vending machine using an unmanned carrier, the method including: acquiring, from an information terminal of a user, position information indicating a current position of the information terminal; acquiring predetermined time information indicating a predetermined time at which the vending machine receives the commodity ordered by the user; calculating, based on the position information and the predetermined time information, a time at which the user should start moving toward the vending machine, which is required for the user to collect the commodity from the vending machine, among the predetermined times; and outputting a notification to the effect that the user should start moving toward the vending machine via the information terminal at or before the time.

A vending machine according to another aspect of the present disclosure is a vending machine used in a service for delivering goods to the vending machine using an unmanned carrier, comprising: a display; a housing provided with the display and including an upper cover configured to be openable and closable; and a controller that sets a display mode of the display, the display mode including a 1 st display mode and a 2 nd display mode, the 1 st display mode being a display mode in which the commodity dispensed to the vending machine by using the automated guided vehicle can be ordered via the display, the 2 nd display mode being a display mode in which the commodity cannot be ordered via the display, and the controller sets the display mode of the display to the 2 nd display mode when the upper cover is opened and the commodity is discharged from the automated guided vehicle into the vending machine.

Another aspect of the present disclosure relates to an information providing method in a management system used in a service for delivering goods to a vending machine using an unmanned carrier, the method including: acquiring information indicating a commodity ordered by a user and information indicating the vending machine as a delivery destination of the commodity from an information terminal of the user; sending an indication to the automated guided vehicle that the merchandise should be dispensed to the vending machine; after receiving information indicating that the distribution of the commodity to the vending machine is completed from the automated guided vehicle or the vending machine, transmitting an indication that the distribution of the commodity is completed to the information terminal; and displaying a message indicating that the distribution of the commodity is completed on the information terminal.

A further aspect of the present disclosure relates to an unmanned carrier, comprising a case including a 1 st side, a 2 nd side adjacent to the 1 st side, a 3 rd side adjacent to the 2 nd side, and a 4 th side adjacent to the 3 rd side and the 1 st side when viewed from an upper direction of the gravity direction, wherein the case includes a 1 st upper cover connected to the 1 st side and configured to be openable and closable, and a 2 nd upper cover connected to the 2 nd side and configured to be openable and closable, and when the 1 st upper cover and the 2 nd upper cover are closed, a region where the 1 st upper cover and the 2 nd upper cover overlap exists.

In the unmanned carrier according to another aspect of the present disclosure, the case includes a 3 rd cover connected to the 3 rd side and configured to be openable and closable, and when the 2 nd cover and the 3 rd cover are closed, there is a region where the 2 nd cover and the 3 rd cover overlap.

In the unmanned carrier according to another aspect of the present disclosure, the case includes a 4 th cover connected to the 4 th side and configured to be openable and closable, and when the 1 st cover, the 3 rd cover, and the 4 th cover are closed, there is a region where the 1 st cover overlaps the 4 th cover, and there is a region where the 3 rd cover overlaps the 4 th cover.

A control method according to another aspect of the present disclosure is a control method in a conveying system including a step of distributing a commodity conveyed by a 1 st unmanned conveyor moving in the air to a 2 nd unmanned conveyor moving on the ground, including: sending an arrival instruction to the 1 st unmanned carrier so that the unmanned carrier arrives at the 1 st place at the 1 st moment; sending an arrival instruction to the 2 nd unmanned carrier so that the unmanned carrier arrives at the 1 st place before the 1 st moment, namely the 2 nd moment; and at the 1 st place, the commodity conveyed by the 1 st unmanned conveyor is distributed to the 2 nd unmanned conveyor.

An express box according to another aspect of the present disclosure is an express box for delivering a commodity carried by a 1 st unmanned carrier moving in the air to a 2 nd unmanned carrier moving on the ground, the express box including: a housing; a 1 st inlet arranged above the housing for placing the commodity carried by the 1 st unmanned carrier; and a 2 nd inlet arranged below the shell and used for placing the 2 nd unmanned carrier.

Other aspects of the present disclosure relate to a method for inspecting an electrical wire using an unmanned carrier, the method comprising: the unmanned aerial vehicle travels along a guide rail between connecting poles, the electric wire is located above the guide rail, and a distance y from a camera mounted on the unmanned aerial vehicle for photographing the electric wire to the electric wire is calculated in advance by using a height h1 from a ground surface to the guide rail, a deflection x of the guide rail generated by the unmanned aerial vehicle when the guide rail travels, and a height h3 from the ground surface to the electric wire, and the electric wire is photographed by the camera by using a focal length serving as the camera based on the distance y.

The automated guided vehicle according to another aspect of the present disclosure includes a body main body, a 1 st link connectable to a rail and connected to the body main body, a 2 nd link connectable to the rail and connected to the rail at a position on the body main body remote from the 1 st link, and a 3 rd link connectable to the rail and arranged between the 1 st link and the 2 nd link, the 1 st link having a 1 st roller in rotatable contact with the rail, the 2 nd link having a 2 nd roller in rotatable contact with the rail, and the 3 rd link having a 3 rd roller in rotatable contact with the rail.

The unmanned carrier according to another aspect of the present disclosure includes a rotary table provided rotatably with respect to the main body, and the 2 nd link is coupled to the rotary table, extends so as to approach the guide rail with respect to the rotary table, and is movable in a vertical direction with respect to the top surface of the main body and rotates in accordance with the rotation of the rotary table.

An unmanned carrier according to another aspect of the present disclosure includes: the sliding rail is arranged on the rotary table; the sliding block is arranged on the 3 rd connector; and a motor that applies a driving force for moving the slider along the slide rail.

The unmanned aerial vehicle according to another aspect of the present disclosure further includes a slide mechanism provided in the body main body, the slide mechanism including a link support portion that slides in a horizontal direction, which is a direction orthogonal to a longitudinal direction of the body main body, and a slide main body portion that supports the link support portion so as to be slidable.

A left-right turning method of an unmanned carrier according to another aspect of the present disclosure includes: a body main body; a 1 st connector connectable to the guide rail and connected to the body main body; a 2 nd connector connectable to the guide rail, the 2 nd connector being connected to the body main body at a position separated from the 1 st connector; a 3 rd connector connectable to the guide rail and disposed between the 1 st connector and the 2 nd connector; and a rotating table provided rotatably with respect to the body main body, wherein the 3 rd link is coupled to the rotating table, and the 1 st link and the 2 nd link are separated from the 1 st rail by lifting the body main body when the unmanned conveyor makes a left/right turn by transferring from the 1 st rail to the 2 nd rail or from the 2 nd rail to the 1 st rail, among the 1 st rail and the 2 nd rail which are intersecting or three-dimensionally intersecting with the rails; lowering the body main body to position the 1 st link and the 2 nd link lower than the 1 st rail; the body main body is rotated by rotating the turntable so that the 1 st link and the 2 nd link are arranged on the vertically lower side of the 2 nd rail; the 1 st connecting body and the 2 nd connecting body are connected with the 2 nd guide rail by lifting the main body of the machine body to enable the 1 st connecting body and the 2 nd connecting body to be positioned at a position higher or lower than the 2 nd guide rail; and raising the body main body to separate the 3 rd connector from the 1 st rail; rotating the rotary table; and connecting the 3 rd connector with the 2 nd guide rail.

An express box according to another aspect of the present disclosure includes a car that stores a load, a lifting path that lifts the car, a box that stores the load, and the driving unit that lifts the car in the lifting path, wherein the lifting path includes a carry-in door that covers a carry-in opening formed vertically above, and the car is lifted up in the lifting path by the driving unit to open the carry-in door.

An express box according to another aspect of the present disclosure includes: a car for receiving goods; a lifting path for lifting the car; a box which communicates with the inside of the lifting path through a carrying-in opening and stores goods; a carry-in door capable of opening and closing the carry-in opening; and the driving part is used for lifting the car in the lifting passage, the car is provided with a pin and a pin driving part used for enabling the pin to protrude from the car, the interior of the box is communicated with the lifting passage through a carrying-in opening, and when the car descends in the lifting passage through the driving part, the pin driving part enables the pin to protrude from the car, so that the carrying-in door is opened by the pin.

A rail joint according to another aspect of the present disclosure is a rail joint for joining a 1 st rail and a 2 nd rail, comprising: a 1 st rail connecting part connected with the 1 st rail; a 1 st rail extension part connected to the 1 st rail connection part and extending in a horizontal direction, which is a direction orthogonal to a longitudinal direction of the 1 st rail; a 2 nd rail connecting part connected with the 2 nd rail; and a 2 nd rail extension portion connected to the 2 nd rail connection portion, extending in a horizontal direction which is a direction orthogonal to a longitudinal direction of the 2 nd rail, and connected to the 1 st rail extension portion, wherein the rail connection body is disposed on a left side of a traveling direction of the unmanned conveyor in a case where the unmanned conveyor is turned right, and the rail connection body is disposed on a right side of the traveling direction of the unmanned conveyor in a case where the unmanned conveyor is turned left, at an intersection or a three-dimensional intersection of the 1 st rail and the 2 nd rail which intersect or three-dimensional intersection.

An unmanned aerial vehicle according to another aspect of the present disclosure includes: a body main body; a 1 st connector connectable to a guide rail and connected to the body main body; a 2 nd connector connectable to the guide rail and connected to the body main body at a position away from the 1 st connector; and a 3 rd connector connectable to the guide rail and disposed between the 1 st connector and the 2 nd connector, wherein the 1 st connector and the 2 nd connector are disposed on a right side of a traveling direction of the unmanned aerial vehicle with the guide rail therebetween when the unmanned aerial vehicle is turned right, and wherein the 1 st connector and the 2 nd connector are disposed on a left side of the traveling direction of the unmanned aerial vehicle with the guide rail therebetween when the unmanned aerial vehicle is turned left.

In the unmanned aerial vehicle according to another aspect of the present disclosure, the 3 rd connector and the rail connecting body are disposed on the right side in the traveling direction of the unmanned aerial vehicle with the rail therebetween when the unmanned aerial vehicle turns right, the rail includes a 1 st rail and a 2 nd rail, and the 3 rd connector protrudes when the unmanned aerial vehicle is transferred from the 1 st rail to the 2 nd rail or from the 2 nd rail to the 1 st rail, whereby the 3 rd connector is separated from the 1 st rail or the 2 nd rail, and the 3 rd connector is connected to the 2 nd rail or the 1 st rail.

In the unmanned aerial vehicle according to another aspect of the present disclosure, the 3 rd connector and the rail connecting body are disposed on the left side of the travel direction of the unmanned aerial vehicle with the rail therebetween when the unmanned aerial vehicle turns left, the rail includes a 1 st rail and a 2 nd rail, and the 3 rd connector protrudes when the unmanned aerial vehicle is transferred from the 1 st rail to the 2 nd rail or from the 2 nd rail to the 1 st rail, whereby the 3 rd connector is separated from the 1 st rail or the 2 nd rail, and the 3 rd connector is connected to the 2 nd rail or the 1 st rail.

The general and specific aspects may be implemented by a system, a method, an integrated circuit, a computer program, a computer-readable recording medium such as a CD-ROM, or any combination of the system, the method, the integrated circuit, the computer program, and the recording medium.

In addition, the embodiments to be described below are general or specific examples. The numerical values, shapes, materials, components, arrangement positions of components, connection modes, steps, order of steps, and the like shown in the following embodiments are examples, and the gist of the present invention is not limited thereto. Of the constituent elements of the following embodiments, constituent elements not described in the independent claims are described as arbitrary constituent elements.

The embodiments will be described in detail below with reference to the accompanying drawings.

(embodiment 1)

[ constitution ]

Fig. 1A is a block diagram illustrating the management server 9 in embodiment 1 by way of example. Fig. 1B is an oblique view illustrating the lifting system 6a and the cargo in embodiment 1.

As shown in fig. 1A and 1B, the flight system is a system capable of delivering goods (articles) from an express sender to an express receiver using a lifting system 6 a. For example, the lifting system 6a delivers the cargo to the delivery recipient by flying the unmanned aircraft 10f on which the cargo is mounted. The express delivery sender is the delivery object, and the express delivery receiver is the receiving object. In the present embodiment, the delivery sender is a distribution center, facilities of an express delivery company, convenience stores serving as a forwarding place, or the like. In the present embodiment, the delivery recipient is a delivery place that is a party receiving the goods, and is, for example, a house, a convenience store that is a forwarding place, or a delivery box that is installed in the house, the convenience store, or the like. The forwarding place may be a convenience store or a facility provided in common with the convenience store, without being limited thereto. The size of the unmanned aerial vehicle 10f may be varied according to the size of the cargo to be distributed.

The flight system includes a management server 9 and a lifting system 6a.

< management Server 9>

As shown in fig. 1A, the management server 9 is connected to the lifting system 6a so as to be capable of wireless communication. The management server 9 sets the moving route of the lifting system 6a based on the position information of the delivery receiver and the position information of the delivery sender. The management server 9 may obtain position information of the elevator system 6a, and may change the moving route according to the state of the moving route of the elevator system 6a. The management server 9 may set the movement route of the elevator system 6a according to another movable elevator system 6a or a predetermined movable elevator system. The management server 9 transmits a departure instruction to the elevator system 6a according to the set travel route. The management server 9 also manages the flight status of the elevator system 6a. Such a management server 9 is implemented by a computer, a cloud server, or the like. The moving route is a flight route for the elevator system 6a to move in the region where the guide rail 7 is provided and the region where the guide rail 7 is not provided, and is represented by map data.

The guide rail 7 is installed at a height of several meters to several tens of meters, for example, on the ground, and is fixed by a column, a facility, or the like provided on the ground. The guide rail 7 may be provided in all areas on the ground, or may be provided at least around the delivery recipient. The guide rail 7 is arranged along a road, for example.

The guide rail 7 has a connection point. The connection point is a portion where one rail 7 is connected to the other rail 7. Further, a sheet-like, net-like or plate-like structure may be disposed immediately below the connection point.

The management server 9 includes a 1 st communication unit 91, a storage unit 92, and a display 93.

The 1 st communication unit 91 is a wireless module capable of wireless communication with the lifting system 6 a. In the 1 st communication unit 91, for example, the receiving unit of the 1 st communication unit 91 receives the position information from the lifting system 6a, and the transmitting unit of the 1 st communication unit 91 transmits information showing the moving route and the departure instruction to the lifting system 6 a.

The storage unit 92 is a recording medium storing map information showing a flight path for the movement of the lift system 6 a. The storage 92 is constituted by HDD (Hard Disk Drive), a semiconductor memory, or the like.

The display 93 is a display section that displays the current position of the lift system 6a and a predetermined movement route in which the lift system 6a is to be moved. The display 93 displays the state of the lifting system 6 a. The state of the lifting system 6a is, for example, a height, an output, a moving speed, an inclination angle with respect to the horizontal plane, a failure state, or the like.

< lifting System 6a >

When receiving the information showing the movement route set by the management server 9, the lift system 6a moves according to the movement route shown by the information. The lifting system 6a moves from the delivery sender to the delivery receiver by flying or moving along the guide rail 7, and delivers the goods to the delivery receiver.

The lift system 6a includes the unmanned aircraft 10f and the 1 st thrust device 110.

< unmanned aircraft 10f >

The unmanned aerial vehicle 10f is an aircraft such as an unmanned aerial vehicle. The unmanned aerial vehicle 10f not only flies in the air, but also moves along the guide rail 7 erected on the ground. The unmanned aerial vehicle 10f flies along the guide rail 7 while being coupled to the wire 51, and while being coupled to the 1 st thrust device 110. In the present embodiment, the flight system may consider the guide rail 7 to be included in the constituent elements.

Specifically, the unmanned aerial vehicle 10f moves along the guide rail 7 from the delivery sender to the delivery receiver in a state in which the arm portion 30 having the annular body is connected to the guide rail 7. More specifically, the unmanned aerial vehicle 10f flies from the delivery sender to the delivery receiver with the arm 30 coupled to the rail 7 (hereinafter, the arm 30 may be coupled to the rail 7). Here, the arm 30 of the unmanned aerial vehicle 10f does not necessarily have to slide directly on the rail 7 while moving along the rail 7. When the arm 30 slides directly on the rail 7, the arm 30 and the rail 7 rub against each other, and therefore the rail 7 and the arm 30 of the unmanned aerial vehicle 10f fly in a non-contact state.

In the present embodiment, 1 unmanned aerial vehicle 10f is used, and even a plurality of unmanned aerial vehicles 10f are connected to each other by, for example, a wire 51 or the like to fly the 1 st unmanned aerial vehicle and the 2 nd unmanned aerial vehicle.

The unmanned aerial vehicle 10f includes: the main body 1220, a plurality of detection units, a control processing unit 11, a drive control unit 12, a 2 nd communication unit 13, and a battery 14.

The body main body 1220 includes a plurality of propellers 22, a plurality of 1 st propeller drive motors 23, a plurality of detection units, a control processing unit 11, a drive control unit 12, a 2 nd communication unit 13, a battery 14, and the like.

The main body 1220 includes a main body 21, an arm 30, a plurality of propellers 22, and a plurality of 1 st propeller drive motors 23. The body main body 1220 is an example of an unmanned aerial vehicle.

The main body 21 is formed of a rectangular frame. The main body 21 supports a plurality of 1 st propeller drive motors 23 in a predetermined posture. The body 21 is formed with an opening through which the 1 st thrust device 110 can be placed. In other words, when the 1 st thrust device 110 is mounted on the main body 1220, the main body 21 may be disposed so as to surround the 1 st thrust device 110, and may support the 1 st thrust device 110 in a predetermined posture.

The arm 30 is coupled to the rail 7. The arm 30 may be provided in plural or one body 1220.

A plurality of propellers 22 are provided on the top surface of the body main body 1220. Specifically, the plurality of propellers 22 are provided on the main body 1220 such that their rotation surfaces are substantially parallel to a plane orthogonal to the thickness direction of the main body 1220. The plurality of propellers 22 are in one-to-one correspondence with the plurality of 1 st propeller drive motors 23, and are rotated about the rotation axis of the 1 st propeller drive motor 23 by the rotational drive of each 1 st propeller drive motor 23, whereby thrust is applied to the unmanned aircraft 10 f. Each propeller 22 is provided at a corner of the main body 1220, and in the present embodiment, 4 propellers 22 are disposed in the main body 1220. The number of the propellers 22 may be three or less, or five or more.

The 1 st propeller drive motors 23 are motors for rotating the respective propellers 22. The 1 st propeller drive motors 23 are drive-controlled by the control processing unit 11. Each 1 st propeller drive motor 23 is fixed to a corner of the main body 21 of the main body 1220. In the present embodiment, 4 1 st propeller drive motors 23 are disposed in the main body 1220. The 1 st propeller drive motor 23 may be fixed at other positions instead of being fixed to the corner of the main body 21. The 1 st propeller drive motor 23 may be three or less, or five or more.

The plurality of detection units are, for example, GPS (Global Positioning System) sensor 41, gyro sensor 42, speed sensor 43, wind speed sensor 44, camera sensor 45, tension sensor 46, and the like. The control processing unit 11 determines whether or not the load is mounted on the support 111 of the 1 st thrust device 110 by the detection unit mounted on the 1 st thrust device 110. In this case, the detection unit may be a proximity sensor that detects the load approaching the support body 111 of the 1 st thrust device 110, a switch sensor that is pressed down by the load being placed on the support body 111 of the 1 st thrust device 110, a weight sensor that detects the weight of the lift system 6a (or the 1 st thrust device 110), or the like.

The GPS sensor 41 detects position information showing a geographic space such as longitude and latitude, which is the position of the unmanned aerial vehicle 10 f. The GPS sensor 41 outputs position information showing the current position of the unmanned aerial vehicle 10f to the control processing unit 11. The GPS sensor 41 is an example of a sensor.

The gyro sensor 42 detects the angular velocity and acceleration of the body main body 1220 of the flying unmanned aircraft 10 f. The gyro sensor 42 outputs angular velocity information and acceleration information showing the angular velocity and acceleration of the body main body 1220 of the unmanned aerial vehicle 10f to the control processing unit 11.

The speed sensor 43 is a sensor that detects the moving speed of the unmanned aerial vehicle 10f, and detects the speed of the unmanned aerial vehicle 10f in the flight and in the hover state, for example. The speed sensor 43 outputs speed information, which is information indicating the moving speed of the unmanned aerial vehicle 10f, to the control processing unit 11.

The wind speed sensor 44 is a sensor that detects the wind speed around the unmanned aerial vehicle 10f, and for example, detects the wind speed around the unmanned aerial vehicle 10f in a hovering state. When the 1 st thrust device 110 is separated from the unmanned aircraft 10f and descends, the wind speed sensor 44 detects the wind speed around the unmanned aircraft 10 f. The wind speed sensor 44 outputs wind speed information, which is information indicating the wind speed around the unmanned aerial vehicle 10f, to the control processing unit 11.

The camera sensor 45 is provided in the body main body 1220, and is an imaging device capable of capturing a cargo and an express box from above. The camera sensor 45 photographs the goods and the express box, and outputs image information, which is a photographed image, to the control processing unit 11. For example, information showing the relative position (distance) of the goods and the express box, the distance from the body main body 1220 to the goods, the distance from the body main body 1220 to the express box, the height from the ground to the opening of the express box, and the like are included in the image information. The camera sensor 45 may be, for example, a TOF (Time-of-Flight) camera, a ranging sensor, or the like.

The tension sensor 46 is a sensor that detects the tension of the wire 51 connecting the unmanned aerial vehicle 10f and the 1 st thrust device 110. The tension sensor 46 outputs tension information showing the tension of the wire 51 connecting the unmanned aerial vehicle 10f and the 1 st thrust device to the control processing unit 11.

The control processing unit 11 controls the flight state of the unmanned aerial vehicle 10f, and controls the winding and unwinding of the wire 51. The unmanned aerial vehicle 10f may have a flight state such as forward, backward, right-hand rotation, left-hand rotation, and hover.

The control processing unit 11 obtains position information, angular velocity information, acceleration information, and velocity information to control the movement velocity, acceleration, and the like of the unmanned aerial vehicle 10 f. Specifically, the control processing unit 11 controls the inclination of the body main body 1220 with respect to the horizontal direction based on the position information, the angular velocity information, the acceleration information, and the velocity information, or controls the number of rotations of the propeller 22 of the unmanned aircraft 10f by controlling the 1 st propeller drive motor 23.

The control processing unit 11 obtains wind speed information and the like to detect the movement amount of the unmanned aerial vehicle 10f when the unmanned aerial vehicle 10f is in the hovering state. Specifically, since the body main body 1220 is moved by the influence of wind, the control processing unit 11 controls the inclination of the body main body 1220 with respect to the horizontal direction or controls the number of rotations of the propeller 22 of the unmanned aerial vehicle 10f, thereby correcting the positional deviation of the unmanned aerial vehicle 10f due to the influence of wind. The control processing unit 11 may correct positional deviation of the unmanned aerial vehicle 10f due to the influence of wind based on the positional information, the angular velocity information, and the velocity information.

The control processing unit 11 corrects the position of the lifting system 6a by obtaining the image information so that the load is located above the destination of the delivery recipient.

The drive control unit 12 includes a propeller control module 12b and a wire control module 12c. As shown in the present embodiment, the drive control unit 12 may include only the wire control module 12c.

The propeller control module 12b controls the driving of the plurality of 1 st propeller drive motors 23 in response to an instruction from the control processing unit 11. That is, when the propeller control module 12b receives a drive instruction from the control processing unit 11, the number of rotations, the rotation direction (clockwise or counterclockwise), and the like of the plurality of propellers 22 are controlled. The propeller control module 12b controls the driving and stopping of the propeller 22 corresponding to one or more 1 st propeller drive motors 23 among the plurality of 1 st propeller drive motors 23, and also controls the number of revolutions and the direction of rotation.

The wire control module 12c can control the paying-out and winding recovery of the wire 51 according to the instruction from the control processing unit 11. That is, when the wire control module 12c receives an instruction to discharge the wire 51 from the control processing unit 11, the wire drive motor 24 is driven to discharge the wire 51, and the 1 st thrust device 110 is disengaged from the unmanned aircraft 10 f. When the wire control module 12c receives a winding recovery instruction of the wire 51 from the control processing unit 11, the wire driving motor 24 may be driven to wind and recover the wire 51, thereby recovering the 1 st thrust device 110.

The unmanned aerial vehicle 10f may be provided with a wire drive motor 24. That is, the wire drive motor 24 may be mounted on the main body 21 of the main body 1220. The wire drive motor 24 may be a motor that pays out and winds the wire 51. The respective wire drive motors 24 can be drive-controlled by the wire control module 12c via the control processing section 11.

The 2 nd communication unit 13 is a wireless module capable of wireless communication with the management server 9. When the receiving unit receives information showing the departure instruction and the travel route from the management server 9, for example, the 2 nd communication unit 13 outputs the received departure instruction to the control processing unit 11, and transmits the position information and the like detected by the GPS sensor 41 to the management server 9.

The battery 14 is a battery for supplying electric power for flying the unmanned aerial vehicle 10f to the 1 st propeller drive motor 23 and the like, and is implemented by a lithium battery or the like. The battery 14 supplies power to the control processing unit 11, the plurality of 1 st propeller drive motors 23, and the like.

The body main body 1220 is elongated along the longitudinal direction of the guide rail 7. A propeller drive motor 1211b is fixed to a side surface of the main body 1220. The rotation shaft of the propeller drive motor 1211b is fixed to the support portion in a posture substantially parallel to the horizontal direction. A rotation surface of a propeller (hereinafter referred to as a side propeller 22 a) of a propeller drive motor 1211b disposed on a side surface of the main body 1220 is substantially parallel to the vertical surface.

The propeller drive motor 1211b is configured to be movable in the vertical direction with respect to the main body 1220. The propeller drive motor 1211b controls the actuator of the drive control unit 12 by the control processing unit 11. The propeller drive motor 1211b applies a thrust to the unmanned aerial vehicle 10f in the horizontal direction, that is, in the direction orthogonal to the rotation plane of the side propeller 22 a. Accordingly, the unmanned aerial vehicle 10f can move along the longitudinal direction of the guide rail 7.

The side propeller 22a is disposed at a position that does not interfere with all other propellers 22. That is, the rotation surfaces of the side propeller 22a do not intersect with the rotation surfaces of all the other propellers 22. For example, the vertical upper end of the rotation surface of the side propeller 22a is located below in the vertical direction, as compared with the extension surface of the rotation surface of the propeller 22 disposed on the side of the side propeller 22 a. In other words, the side propeller 22a is disposed at a position lower than the virtual plane. The virtual plane may be a plane substantially parallel to or including the top surface of the main body 1220, or may be a plane substantially parallel to or including the rotation surfaces of the plurality of propellers 22. Accordingly, even if the propeller 22 disposed on the side surface of the main body 1220 rotates, contact with other propellers 22 can be suppressed.

The control processor 11 stops driving the propeller drive motor 1211b so that the longitudinal direction of the propeller 22 is substantially parallel to the longitudinal direction of the main body 1220. Accordingly, the width of the unmanned aerial vehicle 10f becomes smaller, and the flight frame becomes smaller. The flying frame is a frame defining a movement range when the lift system 6a coupled to the guide rail 7 moves.

< 1 st thrust device 110>

The 1 st thrust device 110 is a device capable of correcting the position of the cargo with respect to the express box. The 1 st thrust device 110 may communicate with the body main body 1220 of the unmanned aerial vehicle 10f via the wire 51, or may perform wireless communication by using a communication module or the like. The 1 st thrust device 110 may be an unmanned aircraft 10f such as an unmanned aircraft. The 1 st thrust device 110 is an example of a 1 st adapter.

The 1 st thrust device 110 is a 1 st slave unit of the unmanned aerial vehicle 10f, and is detachably attached to the unmanned aerial vehicle 10f.

The 1 st thrust device 110 has: the motor drive device includes a support 111, a wire 51, a plurality of 2 nd propeller drive motors 112, a plurality of propellers 113, a thrust control unit 124, a wire control module 125, one or more actuators 126, and a camera sensor 127. The support 111 is an example of the 1 st support.

The support 111 is a support member that can hold the cargo in a predetermined posture by engaging with the upper portion of the cargo. The support 111 holds cargo so as to be able to load and unload the cargo. The supporting body 111 is a polyhedral frame-like body surrounding the cargo. The support body 111 stores the cargo in the opening formed in the center of the support body 111, surrounds the upper edge of the cargo, and holds the cargo in a predetermined posture by grasping the cargo with the cargo interposed therebetween or connecting the cargo to the support body. The support 111 is an example of the 1 st adapter.

The support 111 is attached to the unmanned aerial vehicle 10f so as to be detachable from the unmanned aerial vehicle 10f. The support 111 is connected to a lower end of the lead 51 (auxiliary lead described later). The shape of the support 111 corresponds to the shape of the cargo in plan view. In the present embodiment, the shape of the support 111 is rectangular, as an example of a polygon.

The support 111 supports a plurality of 2 nd propeller drive motors 112. A plurality of 2 nd propeller drive motors 112 and a plurality of propellers 113 are provided on the outer peripheral side surface portion of the support body 111. In the present embodiment, 2 propellers 113 and 2 nd propeller drive motors 112 are provided on each side of the support body 111.

The wire 51 connects the 1 st thrust device 110 and the unmanned aircraft 10f. One end of the wire 51 is connected to the unmanned aerial vehicle 10f, and the other end is connected to the 1 st thrust device 110.

The lead wire 51 can hang the support 111 and be directly connected to at least one connection point of the support 111. The wire 51 is connected to the support 111 at one end and to an object located at a position away from the ground at the other end, thereby hanging the support 111. Examples of the object include the above-described guide rail 7, the unmanned aerial vehicle 10f such as an unmanned aerial vehicle, and the like. When the 1 st thrust device 110 is hung on an object by the wire 51, the 1 st thrust device 110 can be held in a horizontal posture.

The wire 51 may be provided with a communication cable that is communicably connected to the unmanned aerial vehicle 10f and the 1 st thrust device 110, or may be provided with a power line for supplying electric power to the unmanned aerial vehicle 10f. In the case where the communication cable and the power line are not provided on the wire 51, the wire 51 may be a wire made of metal, resin, or the like. In this case, the unmanned aerial vehicle 10f and the 1 st thrust device 110 may be connected by wireless communication. In this case, the 1 st thrust device 110 may have the battery 14.

The 2 nd propeller drive motors 112 rotate the rotation shafts by the motor main body, and thereby rotate the respective propellers 113. Each of the plurality of 2 nd propeller drive motors 112 is independently controlled in driving and stopping by the thrust control section 124. The 2 nd propeller drive motor 112 may be powered by the battery 14 of the body main body 1220 of the unmanned aerial vehicle 10f through the wire 51, for example. Further, a battery may be mounted on the support 111, and each of the plurality of 2 nd propeller drive motors 112 may be powered by the battery.

The plurality of 2 nd propeller drive motors 112 are arranged on a side surface portion constituting the outer periphery of the support body 111. The plurality of 2 nd propeller drive motors 112 are distributed so as to surround the support 111, and are supported by the support 111. The plurality of 2 nd propeller drive motors 112 are supported rotatably with respect to the frame by an actuator 126.

Each of the plurality of propellers 113 is disposed on an outer peripheral side surface portion of the support body 111, and is disposed on the support body 111 so as to generate thrust in a horizontal direction. Each of the plurality of propellers 113 is provided on the support body 111 in a posture in which a rotation plane of the propeller 113 is substantially parallel to a vertical direction, and sends air to an outside of the support body 111. The rotation plane refers to a plane in which the blades of the propeller 113 rotate, and is a plane orthogonal to the rotation axis of the propeller 113 (the rotation axis of the 2 nd propeller drive motor 112).

The plurality of propellers 113 includes one or more 1 st propellers and one or more 2 nd propellers, the one or more 1 st propellers being disposed on a pair of 1 st side portions among the outer peripheral side portions of the support body 111, and the one or more 2 nd propellers being disposed on a pair of 2 nd side portions of the outer peripheral side portions different from the pair of 1 st side portions of the support body 111. In the present embodiment, one or more 1 st propellers are provided on the 1 st side surface portion in front of and the 1 st side surface portion in back of the pair of 1 st side surface portions, and one or more 2 nd propellers are provided on the 2 nd side surface portion on the right side of and the 2 nd side surface portion on the left side of the pair of 2 nd side surface portions, respectively.

The plurality of propellers 113 are fixed to the rotation shafts of the plurality of 2 nd propeller drive motors 112 in one-to-one correspondence with the rotation shafts of the plurality of 2 nd propeller drive motors 112. The plurality of propellers 113 are driven by a plurality of 2 nd propeller drive motors 112, respectively, and generate thrust along the longitudinal direction of the rotating shaft. The plurality of propellers 113 are synchronized with the rotation of the plurality of 2 nd propeller drive motors 112, and the rotation planes thereof are inclined with respect to the virtual plane. The virtual surface is a surface including the center of each of the plurality of propellers 113 when the posture of each of the plurality of 2 nd propeller drive motors 112 with respect to the support 111 is the same. The virtual plane is preferably a virtual plane. The center of the propeller 113 is a point at which the axial center of the rotation shaft of the 2 nd propeller drive motor 112 intersects the rotation plane of the propeller 113.

The angle θ of the rotation axis (i.e., the axial center) of the plurality of 2 nd propeller drive motors 112 with respect to the virtual plane is-45 degrees or more and +45 degrees or less. The angle θ is a movable range in which the rotation shafts of the 2 nd propeller drive motors 112 swing with respect to the virtual plane, and is in a range of from-45 degrees to +45 degrees with respect to the axis center of the rotation shaft of the virtual plane when the virtual plane is taken as a reference plane. In particular, the angle θ is preferably from-30 degrees to +30 degrees.

The camera sensor 127 is provided on the cargo side of the support body 111, that is, on the vertically lower side of the support body 111, and outputs the obtained image information to the thrust control unit 124 by photographing the express box. The camera sensor 127 may be provided in plurality. The camera sensor 127 is not an essential component of the 1 st thrust device 110. Accordingly, the 1 st thrust device 110 may not have the camera sensor 127.

The thrust control unit 124 controls at least one of the plurality of 2 nd propeller drive motors 112 of the 1 st thrust device 110 to drive during at least a part of the period in which the wire 51 is discharged.

Specifically, the thrust control unit 124 calculates the positions of the delivery boxes and the cargo from the image information obtained from the camera sensor 127 of the 1 st thrust device 110 and the image information obtained from the camera sensor 45 of the unmanned aerial vehicle 10 f. The thrust control unit 124 controls the plurality of 2 nd propeller drive motors 112 of the 1 st thrust device 110 so that the cargo is positioned vertically above the opening of the express box, and moves the 1 st thrust device 110 and the cargo so that the cargo is positioned within the opening of the express box in a plan view. Specifically, the thrust control unit 124 calculates an error (positional deviation) between the opening of the delivery box and the cargo, and corrects the position of the cargo relative to the opening of the delivery box by modifying the calculated error.

The thrust control unit 124 controls one or more actuators 126 to adjust the angle θ formed by the rotation axes of the plurality of 2 nd propeller drive motors 112 with respect to the virtual plane. The thrust control unit 124 controls the actuator 126 to rotate the plurality of 2 nd propeller drive motors 112 with respect to the support 111, thereby controlling the posture of the plurality of 2 nd propeller drive motors 112. The thrust control unit 124 controls an angle θ by which the plurality of 2 nd propeller drive motors 112 rotate relative to the support 111, that is, an angle θ of the rotation axis of the plurality of 2 nd propeller drive motors 112 relative to the virtual surface. The thrust control unit 124 can control the angles θ of the plurality of 2 nd propeller drive motors 112 with respect to the virtual plane.

The thrust control unit 124 also controls the rotational speeds of the rotational shafts of the plurality of 2 nd propeller drive motors 112. The thrust control unit 124 controls the number of revolutions of the rotating shaft by changing the current value supplied to the plurality of 2 nd propeller drive motors 112. The thrust control unit 124 can control the rotation numbers of the rotation shafts of the plurality of 2 nd propeller drive motors 112 individually.

The thrust control portion 124 has a 1 st mode and a 2 nd mode.

The 1 st mode is to incline the rotation axis so that the angle θ of the rotation axes of the 2 nd propeller drive motors 112 with respect to the virtual plane becomes 0 degrees. Mode 2 is to set the angle θ by which one or more rotation axes are inclined with respect to the virtual plane to an elevation angle.

The thrust control unit 124 obtains tension information to control the wire control module 125. Specifically, the thrust control unit 124 controls the winding and unwinding of the wire 51 to adjust the distance of the 1 st thrust device 110 from the unmanned aircraft 10 f.

The wire control module 125 has a wire drive motor and a spool.

The wire drive motor rotates the reel, and winds the recovered wire 51 or pays out the wire 51 by the rotation of the reel. Each wire drive motor is drive-controlled by the thrust control section 124.

The winding shaft rotates, and thereby the wire 51 can be wound, recovered, or paid out. The rotation of the spool is controlled by the wire control module 125.

The wire control module 125 controls winding and unwinding of the wire 51 in response to an instruction from the thrust control unit 124. When the 1 st thrust device 110 is mounted on the unmanned aircraft 10f, the wire control module 125, when receiving a winding and unwinding instruction of the wire 51 from the thrust control unit 124, rotates the spool by driving the wire drive motor, thereby winding and unwinding the wire 51. When the 1 st thrust device 110 is separated from the unmanned aircraft 10f, the wire control module 125, when receiving an instruction to discharge the wire 51 (instruction to discharge the wire 51) from the thrust control unit 124, drives the wire drive motor to rotate the spool, thereby discharging the wire 51.

The one or more actuators 126 adjust an angle θ formed by the rotation axes of the plurality of 2 nd propeller drive motors 112 with respect to the virtual plane. Specifically, the one or more actuators 126 are driven by the thrust control unit 124 to rotate the plurality of 2 nd propeller drive motors 112, thereby changing the posture of the plurality of 2 nd propeller drive motors 112 with respect to the support 111. The one or more actuators 126 are configured by a drive mechanism such as a gear, pulley, or belt.

As shown in fig. 1B, the lifting system 6a can pass through a flight frame having a width of 120cm and a height of 60cm. Specifically, the body main body 1220 has a longitudinal length parallel to the longitudinal direction of the rail 7 of 150cm, a lateral direction of 90cm, and a height of 60cm. In the lifting system 6a, the height is 60cm and the width is 90cm when the propeller 22 of the unmanned aerial vehicle 10f rotates, and the height is 60cm and the width is 60cm when the propeller 22 of the unmanned aerial vehicle 10f stops. In this lift system 6a, when the propeller 22 rotates, a space of 15cm is provided in the lateral direction at both ends of the unmanned aerial vehicle 10f, and a space of 50cm is provided above and a space of 10cm is provided below the unmanned aerial vehicle 10f in the height direction (vertical direction). The guide rail 7 is spaced above the unmanned aircraft 10f by 30 cm. These numerical values are only examples, and are not limited by the description in the present embodiment.

The size of the cargo mounted on the 1 st thrust device 110 is 65cm in longitudinal length, 45cm in lateral width, and 50cm in height. The size of the cargo mounted on the 1 st thrust device 110 may be arbitrary.

In the lifting system 6a, the 1 st thrust device 110 can carry not only one load but also a plurality of loads. That is, the 1 st thrust device 110 holds a plurality of cargoes and supports them in a predetermined posture. In addition, the 1 st thrust device 110 can separate some of the plurality of cargoes when the cargoes are stored in the express box.

Fig. 2 is a schematic view illustrating a state in which the 1 st thrust device 110 grips two cargoes. Fig. 3 is a schematic diagram illustrating the manner in which the 1 st thrust device 110 stores two cargoes in the delivery box 1008.

In fig. 3, a case where the unmanned aircraft 10f reaches a position vertically above the delivery box 1008 will be described.

As shown in a of fig. 3, first, the unmanned aerial vehicle 10f flies vertically above the delivery box 1008 as the delivery recipient.

Next, as shown in fig. 3 a and b, the control processing unit 11 controls the wire control module 12c to rotate the reel, and starts the payout of the wire 51. Accordingly, the 1 st thrust device 110 starts to descend.

The 1 st thrust device 110 descends while correcting its position with respect to the courier box 1008. The control processing unit 11 repeatedly corrects the overlapping error between the 1 st thrust device 110 and the opening of the delivery box 1008 in the vertical direction, so that the opening of the delivery box 1008 matches the 1 st thrust device 110, that is, matches the load.

As shown in fig. 3 c, the 1 st thrust device 110 unloads a portion of the items in the delivery box 1008. Specifically, the 1 st thrust device 110 can descend so as to be covered by the opening of the delivery box 1008, and the two cargoes to be stored in the delivery box are separated from each other and stored. That is, the control processing unit 11 extracts the identification code (e.g., address) of the delivery box that is the delivery recipient and the goods that match the identification code (e.g., address) attached to the goods, and stores only the extracted goods in the delivery box. In this embodiment, the number of the cargoes to be extracted is one, and therefore, the 1 st thrust device 110 separates and stores one cargo.

As shown in d of fig. 3, the 1 st thrust device 110 separates out the cargo, stores the cargo in the express box 1008, and then ascends to be loaded into the body main body 1220 of the unmanned aircraft 10 f. Then, the lifting system 6a returns to the delivery sender.

In this way, since the 1 st thrust device 110 can load a plurality of cargoes, the lifting system 6a can deliver cargoes to a plurality of express recipients in one flight. Accordingly, a decrease in energy efficiency of the lifting system 6a during movement for delivering the cargo can be suppressed. Further, since an increase in the amount of movement of the entire lifting system 6a can be suppressed, a decrease in the delivery efficiency can be suppressed.

Fig. 4 is a schematic diagram illustrating the manner in which the 1 st thrust device 110 stores 4 items in the delivery box 1008. Fig. 5 is a schematic diagram illustrating how the 1 st thrust device 110 stores 8 cargoes in the express box 1008. Even in the case of fig. 4 and 5, the same as in fig. 3 is true.

(modification 1 of embodiment 1)

Since the basic configuration of the lifting system 6b of the flying body in this modification is the same as that in embodiment 1, the description of the basic configuration of the lifting system 6b in this modification will be omitted as appropriate. In the present modification, the point where the 2 nd thrust device 130 is further provided to transport the cargo, and the point where the 1 st thrust device 110 and the 2 nd thrust device 130 are arranged in the longitudinal direction of the rail 7 are different from the embodiment.

Fig. 6 is an oblique view illustrating the lifting system 6b and the cargo in modification 1 of embodiment 1.

In this modification, as shown in fig. 6, the 1 st thrust device 110 and the 2 nd thrust device 130 hold the cargo in a predetermined posture while sandwiching the cargo. Each goods can be the same express delivery receiver, and can also be different express delivery receivers. The 2 nd thrust device 130 has the same configuration as the 1 st thrust device 110, and therefore, a description thereof will be omitted.

When the lifting system 6b reaches the delivery recipient, the control processing unit 11 of the unmanned aerial vehicle 10f extracts the identification code (for example, address) of the delivery box 1008 that is the delivery recipient and the goods that match the identification code (for example, address) attached to the goods, and lowers only the goods thrust device that is loaded with the goods to be extracted to the delivery box 1008. In addition, if multiple cargoes are the same express recipient, for example, after the 1 st thrust device 110 stores a cargoes in the express box 1008, the 2 nd thrust device 130 stores another cargoes in the express box 1008.

(modification 2 of embodiment 1)

Since the basic configuration of the lifting system 6b of the flying body in this modification is the same as that in embodiment 1 and the like, the description of the basic configuration of the lifting system 6b in this modification will be omitted as appropriate. In the present modification, the case body 1220 has 8 propellers 22 and 1 side propeller 22a, which is different from the embodiment.

Fig. 7 is an oblique view illustrating the lifting system 6b and the cargo in modification 2 of embodiment 1.

As shown in fig. 7, the pair of propellers 22 are disposed at a plurality of positions of the main body 21 of the main body 1220 so as to sandwich the main body 21. One of the pair of propellers 22 is disposed vertically above the main body 21, and the other of the pair of propellers 22 is disposed vertically below the main body 21. In the present modification, a pair of propellers 22 are fixed to 4 positions of the main body 21.

The rotation of the pair of propellers 22 may or may not be synchronized. The rotation of the pair of propellers 22 may be one clockwise rotation and the other counterclockwise rotation. The rotational direction of the propeller 22 can be controlled by the control processor 11 to control the propeller drive motor 1211a. That is, the control processing unit 11 may or may not rotate the pair of propellers 22 in synchronization. The control processing unit 11 may control the rotational direction and rotational speed of each of the pair of propellers. In this case, the propeller drive motor 1211a may be disposed in the body main body 1220 in accordance with the number of propellers.

(modification 3 of embodiment 1)

Since the basic configuration of the lifting system 6b in this modification is the same as that in embodiment 1 and the like, the description of the basic configuration of the lifting system 6b in this modification will be omitted as appropriate. In this modification, the point where a part of the body 21 of the body main body 1220 can rotate is different from the embodiment.

Fig. 8 is an oblique view illustrating the lifting system 6b in modification 3 of embodiment 1. In fig. 8, a state in which the rotating frame portion 21a1 is not rotated is indicated by a solid line, and a state in which the rotating frame portion 21a1 is rotated is indicated by a two-dot chain line.

The unmanned aerial vehicle 10f has: a rotating frame portion 21a1 in which a part of the main body portion 21a rotates, a hinge allowing rotation of the rotating frame portion 21a1, and a driving motor. 2 propeller drive motors 1211a are provided in the rotating frame portion 21a 1. The rotation frame 21a1 is rotated about a hinge so as to be stacked on the main body 1220, and is set in a posture substantially parallel to the vertical direction. The drive motor is controlled by the control processing unit 11 to rotate the rotating frame about the hinge, and to set the rotating frame 21a1 to a posture substantially parallel to the vertical direction or to set the rotating frame 21a1 to a posture substantially parallel to the horizontal direction. When the unmanned aerial vehicle 10f is connected to the guide rail 7, the control processing unit 11 sets the turning frame portion to a posture substantially parallel to the vertical direction so as to be stacked on the main body 1220, and drives the 2 propeller drive motors 1211a fixed to the turning frame portion.

The 2 propeller drive motors 1211a rotate the respective propellers 22 to thereby impart a thrust in the horizontal direction to the unmanned aerial vehicle 10f, that is, in a direction orthogonal to the rotation plane of the side propeller 22 a. Accordingly, the unmanned aerial vehicle 10f moves along the longitudinal direction of the guide rail 7.

(embodiment 2)

[ constitution ]

Since the basic configuration of the lifting system 6c in this embodiment is the same as that of the lifting system in embodiment 1 or the like, the description of the basic configuration of the lifting system 6c in this embodiment will be omitted as appropriate. In this embodiment, the position where the 1 st arm 1331 and the 2 nd arm 1332 are provided with the roller 1351 and the position where the GPS sensor 1352 is arranged in the fixed portion are different from those in the embodiment.

Fig. 9 is an oblique view illustrating the lifting system 6c in embodiment 2. The 1 st thrust device is omitted in fig. 9. Fig. 10 is an enlarged perspective view illustrating the connector 1330 in embodiment 2.

In the present embodiment, as shown in fig. 9 and 10, a lifting system 6c that runs along two guide rails 7 is shown by way of example. In the unmanned aerial vehicle 10g of the lift system 6c, two connectors 1330 arranged along the longitudinal direction of the main body 1220 are fixed to the main body 21 of the main body 1220. In the present embodiment, the guide rail 7 is an electric wire.

The 1 st arm 1331 and the 2 nd arm 1332 are fixed to the main body 21 of the main body 1220. The 1 st arm 1331 and the 2 nd arm 1332 each have: a roller 1351, a roller driving motor 1353, a weight sensor 1354, an electric field sensor 1355, a camera sensor 1356, and an infrared sensor 1357.

A roller 1351 is provided in each of the 1 st arm 1331 and the 2 nd arm 1332. The roller 1351 is rotatable with respect to the 1 st arm 1331 and the 2 nd arm 1332 at positions where the 1 st arm 1331 and the 2 nd arm 1332 face the guide rail 7. The roller 1351 is a wheel rotatably contacting the guide rail 7.

The roller driving motors 1353 are provided in the 1 st arm 1331 and the 2 nd arm 1332, respectively, and are in one-to-one correspondence with the rollers 1351. The roller driving motor 1353 is controlled by the control processing section 11 to thereby drive each roller 1351 to rotate. That is, each roller driving motor 1353 drives each roller 1351 to rotate, respectively, so that the lifting system 6c runs on the guide rail 7.

As shown in fig. 11, when the plurality of guide rails 7 are arranged in an aligned manner, the plurality of connection bodies 1330 are arranged in the main body 21 of fig. 9 so as to be aligned in a direction orthogonal to the longitudinal direction of the guide rails 7. In this case, the state of the plurality of guide rails 7 can be checked by 1 lifting system 6 c. Fig. 11 is an enlarged perspective view illustrating a plurality of connection bodies 1330 connected to a plurality of guide rails 7 in embodiment 2.

When the lift system 6c moves on the guide rail 7, the control processing unit 11 controls the drive of each propeller drive motor 1211b to stop and drive each roller drive motor 1353.

The GPS sensor 1352 is disposed at the tip of the base 1330 a. In the present embodiment, the GPS sensor 1352 is provided at the tip of the base portion 1330a of each of the two arm portions so as to be able to easily receive the position of the lifting system 6 c. The GPS sensor 1352 is an example of a sensor.

As shown in fig. 9 and 10, in the lifting system 6c of the present embodiment, the two arms are held in a state of being suspended from the two guide rails 7. The control processing unit 11 controls the respective roller drive motors 1353 and the respective propeller drive motors 1211b, whereby the unmanned aerial vehicle 10g can move along the guide rail 7 by driving the roller drive motors 1353.

The weight sensor 1354 is provided in each of the 1 st arm 1331 and the 2 nd arm 1332. The weight sensor 1354 detects the weight of the lifting system 6c applied to the rail 7 when the roller 1351 of each of the 1 st arm 1331 and the 2 nd arm 1332 contacts the rail 7. The weight sensor 1354 is provided at an inner portion of the roller 1351 of each of the 1 st arm 1331 and the 2 nd arm 1332. The weight sensor 1354 outputs weight information showing the detected weight of the lifting system 6c to the control processing unit 11.

The electric field sensor 1355 is provided in each of the 1 st arm 1331 and the 2 nd arm 1332. The electric field sensor 1355 detects the state of the magnetic field of the guide rail 7 in the moving path. The electric field sensor 1355 outputs magnetic field information corresponding to the position information obtained by the GPS sensor 1352 to the control processing unit 11, and the magnetic field information also shows the detected magnetic field state of the rail 7.

The camera sensor 1356 is provided in each of the 1 st arm 1331, the 2 nd arm 1332, and the base 1330a. Each camera sensor 1356 detects the state of the rail 7 by capturing the rail 7.

The infrared sensor 1357 is provided in the base 1330a. The infrared sensor 1357 detects the state of the rail 7 by photographing the rail 7 in a dark environment such as at night.

Each of the camera sensors 1356 and the infrared sensor 1357 photographs the surface of the rail 7, thereby outputting image information in which the state of the rail 7 is photographed to the control processing unit 11.

The control processing section 11 calculates the tension applied to the guide rail 7 by obtaining weight information from the weight sensor 1354. When a plurality of lift systems 6c exist in the same guide rail 7, the control processing unit 11 determines whether or not the load of the guide rail 7 is exceeded based on the weight information. When the weight of the rail 7 is exceeded, the control processor 11 can temporarily stop (wait) the travel of the lift system 6 c.

In addition, the control processing section 11 may obtain contact information from the electric field sensor 1355 to detect whether the roller 1351 is deviated from the guide rail 7. When the rollers 1351 are deviated from the guide rail 7, the control processing unit 11 may control each of the propeller drive motors 1211b to rotate the propeller 22, and correct the posture of the lift system 6c so that each of the rollers 1351 runs on the guide rail 7.

The control processing unit 11 obtains electric field information from each electric field sensor 1355, and transmits the electric field information to the management server 9 via the communication unit. The control processing unit 11 transmits the image information of the state of the rail 7 captured by each camera sensor 1356 to the management server 9 via the communication unit. Accordingly, the management server 9 can easily check the state of the guide rail 7 based on the magnetic field information and the image information received from the lifting system 6 c. That is, the management server 9 can check whether or not the rail 7 is damaged, or the like, based on the magnetic field information and the image information.

(modification 1 of embodiment 2)

Since the basic configuration of the lifting system in this modification is the same as that of the lifting system in embodiment 2 or the like, the description of the basic configuration of the lifting system in this modification will be omitted as appropriate. In the present modification, the connection member 1340 is provided with the brush 1358, which is different from the embodiment and the like.

Fig. 12 is an enlarged perspective view illustrating the connector 1340 in modification 1 of embodiment 2.

As shown in fig. 12, the connection 1340 of the unmanned aerial vehicle has a brush 1358 that contacts the surface of the rail 7. The brush 1358 is fixed to the base portion 1330a, and contacts the surface of the rail 7 when the lift system travels along the rail 7, thereby removing the attached matter adhering to the rail 7. The brush 1358 is disposed on the front side of the roller 1351 in the traveling direction of the lift system. Therefore, the brush 1358 removes the attached matter from the rail 7 while the lifting system is running on the rail 7, so as to prevent the roller 1351 from rolling over the attached matter. Accordingly, in this lifting system, since the rollers 1351 are not easily separated from the guide rail 7, a reduction in the operation efficiency of the lifting system can be suppressed. In particular, when the rail 7 is an electric wire, the attached matter adhering to the electric wire can be properly removed, and therefore the lifting system can safely run on the rail 7.

In addition, when the plurality of guide rails 7 are arranged in an aligned manner, the plurality of arm portions may be arranged in the main body portion 21 so as to be aligned in a direction orthogonal to the longitudinal direction of the guide rails 7. In this case, the plurality of guide rails 7 can be cleaned by 1 lifting system.

(modification 2 of embodiment 2)

Since the basic configuration of the lifting system in this modification is the same as that of the lifting system in embodiment 2 or the like, the description of the basic configuration of the lifting system in this modification will be omitted as appropriate. In this modification, one of the two connection members 1341 and 1342 has a large inner diameter 1341, and the other connection member 1342 has a small inner diameter, which is different from the embodiment and the like.

Fig. 13 is an enlarged perspective view illustrating the connectors 1341 and 1342 in modification 2 of embodiment 2.

As shown in fig. 13, the unmanned aerial vehicle includes one connector 1341 having a larger inner diameter and the other connector 1342 having a smaller inner diameter than the one connector 1341. One connector 1341 of the two connectors 1341, 1342 in the unmanned aerial vehicle is used in a case where the lifting system grips the rail 7. That is, one of the connectors 1341 runs on the guide rail 7.

When one of the connectors 1341 moves on the guide rail 7, the lifting system is largely swung due to the influence of external factors such as wind. Therefore, the distance between each camera sensor provided in one of the connection members 1341 and the guide rail 7 cannot be fixed, and there is a case where images obtained by the camera sensors are disturbed. Therefore, when the lift system is largely swung (when the number of vibrations is equal to or greater than a predetermined number), the control processing unit 11 can control the driving of one of the connectors 1341 by further connecting the other connector 1342 to the guide rail 7 after connecting the one of the connectors 1341 to the guide rail 7. Accordingly, shake in the lifting system can be suppressed.

Embodiment 3

[ constitution ]

Since the basic configuration of the lifting system 6c in this embodiment is the same as that of the lifting system in embodiment 1 or the like, the description of the basic configuration of the lifting system 6c in this embodiment will be omitted as appropriate. In this embodiment, the example of the express box 1108 is different from the embodiment in the point where the user's goods are collected.

Fig. 14 is a schematic diagram illustrating how the lifting system 6c in embodiment 3 recovers the cargo for distribution. Fig. 15 is a schematic diagram illustrating how cargo is loaded on the lifting system 6c according to embodiment 3. Fig. 16 is a schematic diagram illustrating how the unmanned aerial vehicle 10h flies after cargo is loaded in the elevator system 6c according to embodiment 3. Fig. 17 is a schematic diagram illustrating how the lifting system 6c in embodiment 3 recovers cargo via the delivery box 1108 provided in the public facility. The delivery box 1108 described in this embodiment is a box for recovering and delivering the goods that the user wishes to deliver to the destination.

In the present embodiment, the delivery box 1108 is installed in a public facility such as a convenience store, and the opening of the delivery box 1108 is installed under the eave of the public facility. That is, the delivery box 1108 has an elongated carry-in port 1109 extending in the vertical direction.

As shown in fig. 14 a, b and 17, first, when the unmanned aerial vehicle 10h reaches the vertically upper side of the delivery box 1108 as the delivery recipient, the control processing unit 11 controls the plurality of propeller drive motors 1211b so that the opening of the delivery box 1108 is aligned with the position of the cargo loaded on the 1 st thrust device 110. The lifting system 6c starts to descend in a manner of covering the opening of the express box 1108, and inserts the 1 st thrust device 110 into the opening of the express box 1108.

As shown in fig. 14 b, the control processing unit 11 controls the wire control module 12c to start the wire payout. The 1 st thrust device 110 descends while being guided to the carry-in port 1109 of the express box 1108.

As shown in fig. 14 c and d and fig. 15 a, the 1 st thrust device 110 is located near the bottom of the delivery box 1108. The user opens a side cover of the express box 1108, mounts the cargo to the 1 st thrust device 110 via the carry-in port 1108a, and loads the cargo on the 1 st thrust device 110. At this time, the thrust control unit 124 of the 1 st thrust device 110 detects that the load has been loaded by a detection unit such as a switch sensor or a weight sensor. In addition, the user may store the goods in the express box 1108 in advance. In this case, the 1 st thrust device 110 may automatically load the cargo.

As shown in fig. 15 b and c, when the user closes the side cover of the delivery box 1108 and the detection unit detects that the cargo has been loaded, the control unit controls the wire control module to start winding and collection of the wire according to the result detected by the detection unit. The 1 st thrust device 110 is raised while being guided to the carry-in port 1109 of the express box 1108.

As shown in fig. 15 c, d and fig. 16 a and b, the 1 st thrust device 110 is mounted to the main body of the unmanned aircraft 10 h. Then, the lifting system 6c leaves the opening of the delivery box 1108, takes the public facility as the delivery sender, and moves toward the delivery receiver.

Embodiment 4

[ constitution ]

Since the basic configuration of the lifting system 6c in this embodiment is the same as that of the lifting system in embodiment 1 or the like, the description of the basic configuration of the lifting system 6c in this embodiment will be omitted as appropriate. In the present embodiment, the lifting system 6c is shown as an example, and the point where the goods stored in the express box are recovered and distributed is different from the embodiment.

In this embodiment, description will be given of an express box from when a user loads a cargo onto the 1 st thrust device 110 until when the cargo is delivered to an express recipient.

Fig. 18 is a schematic diagram illustrating how the 1 st thrust device 110 of the lifting system 6c in embodiment 4 recovers cargo. Fig. 19 is a schematic view showing how the cargo collected by the 1 st thrust device 110 of the lifting system 6c in embodiment 4 is stored in the express box 1508. Fig. 20 is a schematic diagram illustrating a situation in which the 1 st thrust device 110 of the lifting system 6c according to embodiment 4 stores a load in the delivery box 1508 and leaves the delivery box 1508. Fig. 21 is a schematic diagram illustrating a state in which the unmanned aerial vehicle 10h of the lift system 6c in embodiment 4 is mounted on the 1 st thrust device 110.

As shown in fig. 18 a, the 1 st thrust device 110 recovers the load, and when the 1 st thrust device 110 loads the load, the control processing unit 11 controls the wire control module 12c to start winding and recovery of the wire. The wire control module 125 of the 1 st thrust device 110 may start winding and recovering the wire. The 1 st thrust device 110 loaded with the cargo is raised so that the 1 st thrust device 110 is loaded to the main body of the unmanned aerial vehicle 10 h.

As shown in fig. 18 b, the lifting system 6c leaves the opening of the delivery box 1508, and moves the public facility as the delivery sender to the delivery receiver.

As shown in fig. 18 c, when the lift system 6c moves close to the delivery box 1508, which is the delivery recipient, the control processing unit 11 outputs an inclination instruction to the 1 st thrust device 110 so that the posture of the 1 st thrust device 110 is inclined with respect to the horizontal plane, and the 1 st thrust device 110 is inclined. When the inclination instruction is given, the thrust control unit 124 inclines the support body so that the virtual plane U2 (in the present embodiment, the horizontal plane U1) of the 1 st thrust device 110 intersects with a plane orthogonal to the longitudinal direction of the wire. Specifically, when the tilt instruction is received from the control processing unit 11, the thrust control unit 124 moves the connection point from the center of gravity of the 1 st thrust device 110 when the 1 st thrust device 110 is viewed in plan. More specifically, the thrust control unit 124 slides and moves the vertical frame 1015b and the horizontal frame 1015c in the outer frame 1015a in a direction away from the delivery box 1508, thereby moving the connection point away from the center of gravity of the 1 st thrust device 110. Accordingly, the 1 st thrust device 110 can be tilted in the lifting system 6c, that is, the support of the 1 st thrust device 110 is tilted by the angle θ1 with respect to the horizontal plane U1.

As shown in fig. 18 d, the thrust control unit 124 controls the wire control module 125 to start the wire discharge. Accordingly, the 1 st thrust device 110 can be lowered in an inclined posture with respect to the horizontal plane U1.

As shown in fig. 19 a and b, the thrust control unit 124 controls the wire control module 125 to sequentially discharge the wire, recognizes the delivery box 1508 from the image information, and controls the plurality of 2 nd propeller drive motors 112 in accordance with the recognized position of the delivery box 1508. Accordingly, the 1 st thrust device 110 moves toward the express box 1508. Then, the 1 st thrust device 110 moves vertically above the opening of the express box 1508. At this time, the 1 st thrust device 110 moves in a manner of drawing a circular arc with the unmanned aircraft 10h as an axis. When the 1 st thrust device 110 moves vertically above the opening of the delivery box 1508, the virtual plane U2 of the 1 st thrust device 110 is set to be substantially parallel to the horizontal plane U1. At this time, an angle between the vertical line U3 passing through the 1 st thrust device 110 and the longitudinal direction of the wire, and an angle between the vertical line U3 passing through the unmanned aerial vehicle 10h and the longitudinal direction of the wire are larger than the angle θ1, and θ1+α is formed.

As shown in fig. 19 a, b, and c, the thrust control unit 124 controls the wire control module 125 to sequentially discharge the wires, and at the same time, controls the plurality of propeller drive motors based on the image information, thereby lowering the 1 st thrust device 110 to the opening of the delivery box 1508. The 1 st thrust device 110 descends in a posture in which the virtual plane U2 of the 1 st thrust device 110 is substantially parallel to the horizontal plane U1.

As shown in c of fig. 19, the 1 st thrust device 110 is lowered to the express box 1508 in such a manner as to cover the opening of the express box 1508, and the goods are inserted from the opening of the express box 1508.

As shown in a of fig. 20, the 1 st thrust device 110 disengages the goods, thereby depositing the goods in the express box 1508.

As shown in fig. 20 b and c, the thrust controller 124 controls the wire control module 125 to collect the wire, and at the same time, controls the plurality of 2 nd propeller drive motors 112 based on the image information to raise the 1 st thrust device 110. Thus, the 1 st thrust device 110 exits the opening of the express box 1508. The thrust control unit 124 controls the wire control module 125 to stop winding and recovery of the wire. At this time, the 1 st thrust device 110 moves so as to draw a circular arc with respect to the unmanned aircraft 10h fixed to the guide rail because the wire is pulled. That is, the 1 st thrust device 110 moves vertically downward of the unmanned aircraft 10h by rotation of the propellers of the 2 nd propeller drive motors 112 or by swinging due to its own weight.

As shown in fig. 21 a and b, the wire control module 125 is controlled, and the 1 st thrust device 110 is lifted up and loaded into the unmanned aircraft 10h by performing winding recovery of the wire. Then, in the lifting system 6c, the unmanned aerial vehicle 10h returns to the delivery sender.

Next, a configuration in which the 1 st thrust device 110 is inclined with respect to the horizontal plane will be described.

Fig. 22 is a schematic diagram illustrating a state in which the 1 st thrust device 110 of the lifting system 6c in embodiment 4 is inclined with respect to the horizontal plane. Fig. 22 a shows the 1 st thrust device 110 of embodiment 1, and fig. 22 b shows the 1 st thrust device 110 of embodiment 2.

Next, a configuration for tilting the 1 st thrust device 110 will be described.

Example 1

In fig. 22 a, the wire control module 125 of the 1 st thrust device 110 may also have a hinge and a hinge drive motor. The wire control module 125 may tilt the support body such that the virtual plane U2 of the 1 st thrust device 110 intersects with a plane orthogonal to the longitudinal direction of the wire. Accordingly, the support body of the 1 st thrust device 110 is inclined at an angle θ1 with respect to the horizontal plane U1.

Example 2

The 1 st thrust device 110a of fig. 22 b tilts the support body so that the virtual plane U2 of the 1 st thrust device 110 intersects a plane orthogonal to the longitudinal direction of the wire by changing the position of the connection point of the wire with the support body with respect to the position of the center of gravity of the support body. Thus, the support of the 1 st thrust device 110 can be inclined at an angle θ1 with respect to the horizontal plane U1.

Embodiment 5

[ constitution ]

Since the basic configuration of the lifting system 6c in this embodiment is the same as that of the lifting system in embodiment 4 or the like, the description of the basic configuration of the lifting system 6c in this embodiment will be omitted as appropriate.

Fig. 23 is a schematic diagram illustrating an overall outline of the physical distribution system 3a in embodiment 5. Fig. 24 is another schematic diagram illustrating an overall outline of the physical distribution system 3a in embodiment 5.

In the logistics system 3a of the present embodiment, the cargo is collected and distributed by the lifting system 6c, the column, and the rail 7.

As shown in fig. 23 and 24, a rail 7 is installed in the logistics system 3a, and the rail 7 is supported by a column. The guide rail 7 in the present embodiment is a wire, and the stay is a pole. The unmanned aerial vehicle 10h of the lift system 6c travels along the guide rail 7, whereby the cargo can be recovered and distributed. The unmanned aerial vehicle 10h moves along the guide rail 7 toward the destination when the cargo is recovered from the delivery box 1108 for recovering the cargo. When the unmanned aerial vehicle 10h reaches the destination, the 1 st thrust device 110 is lowered by grasping the guide rail 7 with the unmanned aerial vehicle 10h, and stored in the express box 1008. Then, the unmanned aerial vehicle 10h returns to the delivery box 1108 for the next cargo to be recovered.

Fig. 25 is a schematic view illustrating a column and a rail of the logistics system 3a in embodiment 5. Fig. 25 a is an oblique view of the stay and the guide rail, and fig. 25 b and c are plan views of the stay and the guide rail in plan view.

The logistics system 3a has a column, a rail 7, and a lifting system 6c.

As shown in fig. 25, the strut has a strut body 1631 for supporting the rail 7, and a rail support 1632 for supporting the rail 7. The rail support portion 1632 is an elongated support member extending in a direction perpendicular to the longitudinal direction of the strut. In the present embodiment, two rail supporting portions 1632 are fixed, and the two rail supporting portions 1632 extend in a direction orthogonal to the longitudinal direction of the strut main body 1631. One of the two rail supporting portions 1632 extends from the pillar body 1631 in the 1 st predetermined direction, and the other rail supporting portion 1632 of the two rail supporting portions 1632 extends from the pillar body 1631 in the 2 nd predetermined direction, and the 2 nd predetermined direction is orthogonal to the 1 st predetermined direction. One rail support 1632 supports the 1 st rail 7a, and the other rail support 1632 supports the 2 nd rail 7b different from the 1 st rail 7 a. The 1 st rail 7a and the 2 nd rail 7b are disposed orthogonal in the longitudinal direction. I.e. the 1 st rail 7a intersects the 2 nd rail 7b.

(modification of embodiment 5)

Since the basic configuration of the unmanned aerial vehicle 10j in this modification is the same as that of the unmanned aerial vehicle in embodiment 5 or the like, the basic configuration of the unmanned aerial vehicle 10j in this modification will be appropriately omitted hereinafter.

Fig. 26 is an oblique view illustrating an unmanned aerial vehicle 10j according to a modification of embodiment 5.

As shown in fig. 26, the unmanned aerial vehicle 10j has three connectors. The three connectors are arranged side by side along the longitudinal direction of the rail 7. The three connectors are connector 1 1620a, connector 2 1620b, and connector 3 1620c.

Of the three connectors, the 1 st connector 1620a is a connector disposed at the forefront of the unmanned aerial vehicle 10j, the 2 nd connector 1620b is a connector disposed at the rearmost of the unmanned aerial vehicle 10j, and the 3 rd connector 1620c is disposed between the 1 st connector 1620a and the 2 nd connector 1620 b. The 1 st connector 1620a, the 2 nd connector 1620b, and the 3 rd connector 1620c have the same structure, but the 1 st hook 1621 and the 2 nd hook 1622 of the 1 st connector 1620a, the 2 nd connector 1620b, and the 3 rd connector 1620c may have different shapes.

The 3 rd connector 1620c is rotatable around an axis O parallel to the vertical direction. The 3 rd connector 1620c can rotate 360 °. The 3 rd link 1620c is controlled to rotate by the drive control unit 12. Specifically, when the connection of the 3 rd connector 1620c is switched between the 1 st rail 7a and the 2 nd rail 7b, the control processing unit 11 rotates the 3 rd connector 1620c by a predetermined angle by the drive control unit 12. More specifically, the drive control unit 12 controls the actuator to rotate the 1 st hook 1621 and the 2 nd hook 1622 around the predetermined axes, thereby opening the 3 rd connector 1620c and releasing the connection between the 1 st rail 7a and the 3 rd connector 1620 c. The drive control unit 12 rotates the 3 rd connector 1620c by a predetermined angle around the axis O. Then, when the 3 rd connector 1620c is in a position where it can be connected to the 2 nd rail 7b, the drive control unit 12 rotates the 1 st hook 1621 and the 2 nd hook 1622 around a predetermined axis, and brings the 3 rd connector 1620c into a closed state, thereby connecting the 2 nd rail 7b and the 3 rd connector 1620 c. The 3 rd connector 1620c is an example of an arm portion.

Work

Fig. 27 is a schematic view illustrating a state of passing through one of the rail support portions 1632 for supporting the 1 st rail 7a when the unmanned aerial vehicle 10j travels on the 1 st rail 7a in the modification of embodiment 5. In fig. 27, "a" illustrates a case where the unmanned aerial vehicle 10j is viewed in plan, "b" illustrates a case where the 1 st connector 1620a and the 1 st guide rail 7a are viewed in the traveling direction, "c" illustrates a case where the 3 rd connector 1620c and the 1 st guide rail 7a are viewed in the traveling direction, and "d" illustrates a case where the 2 nd connector 1620b and the 1 st guide rail 7a are viewed in the traveling direction. The "×" is a number indicating the order to be described in fig. 27. Note that in fig. 27, the symbols are omitted as appropriate.

As shown in fig. 27 a1, b1, c1, a2, b2, and c2, the unmanned aerial vehicle 10j travels along the 1 st rail 7a by rotating the side propeller 22 a. When the 1 st link 1620a approaches the one rail support part 1632 shown in broken lines, the unmanned aerial vehicle 10j rotates the 1 st hook 1621 and the 2 nd hook 1622 of the 1 st link 1620a, and opens the 1 st link 1620 a. The 1 st connecting body 1620a is disconnected from the 1 st rail 7a, and is positioned vertically below the one rail support 1632 so as not to contact the 1 st connecting body 1620a with the one rail support 1632. At this time, since the 3 rd connector 1620c and the 2 nd connector 1620b are connected to the 1 st rail 7a, the unmanned aerial vehicle 10j maintains its attitude. When the connection between the 1 st link 1620a and the 1 st rail 7a is released, the unmanned aerial vehicle 10j can add buoyancy vertically upward by rotating the propeller 22 at the tip end as shown by solid lines.

As shown in a3, b3, c3, a4, b4, and c4 of fig. 27, when the 1 st link 1620a passes vertically below one of the rail supporting portions 1632, the unmanned aerial vehicle 10j rotates the 1 st hook 1621 and the 2 nd hook 1622 of the 1 st link 1620a, brings the 1 st link 1620a into a closed state, and connects the 1 st link 1620a to the 1 st rail 7a. When the 3 rd connector 1620c approaches one of the rail supporting portions 1632, the unmanned aerial vehicle 10j rotates the 1 st hook 1621 and the 2 nd hook 1622 of the 3 rd connector 1620c, and opens the 3 rd connector 1620 c. The 3 rd connector 1620c is disconnected from the 1 st rail 7a, and is positioned vertically below the one rail support 1632 so as not to contact the 3 rd connector 1620c with the one rail support 1632. At this time, the 1 st connector 1620a and the 2 nd connector 1620b are connected to the 1 st rail 7a.

As shown in a5, b5, c5, a6, b6, c6, a7, b7, and c7 of fig. 27, when the 3 rd connector 1620c passes vertically below one of the rail supporting portions 1632, the unmanned aerial vehicle 10j rotates the 1 st hook 1621 and the 2 nd hook 1622 of the 3 rd connector 1620c, and the 3 rd connector 1620c is in a closed state, thereby connecting the 3 rd connector 1620c to the 1 st rail 7a. When the 2 nd link 1620b approaches one of the rail supporting portions 1632, the unmanned aerial vehicle 10j rotates the 1 st hook 1621 and the 2 nd hook 1622 of the 2 nd link 1620b, and opens the 2 nd link 1620 b. The connection between the 2 nd connector 1620b and the 1 st rail 7a is released, and the 2 nd connector 1620b is positioned vertically below the one rail support 1632 so as not to contact the one rail support 1632. At this time, the 1 st link 1620a and the 3 rd link 1620c are connected to the 1 st rail 7a, and the unmanned aerial vehicle 10j is kept in a posture. When the connection between the 2 nd connector 1620b and the 1 st rail 7a is released, the unmanned aerial vehicle 10j can add buoyancy vertically upward by rotating the propeller 22 at the rear end as shown by solid lines. Accordingly, the unmanned aerial vehicle 10j moves along the 1 st rail 7a while maintaining the attitude, and the 2 nd link 1620b passes vertically below the one rail support 1632.

Fig. 28 is a schematic diagram illustrating a state in which the 1 st link 1620a and the 2 nd link 1620b of the unmanned aerial vehicle 10j are disconnected from the 1 st rail 7a in the modification of embodiment 5. In fig. 28, "a" illustrates a case where the unmanned aerial vehicle 10j is viewed in plan, "b" illustrates a case where the 1 st connector 1620a and the 1 st guide rail 7a are viewed in the traveling direction, "c" illustrates a case where the 3 rd connector 1620c and the 1 st guide rail 7a are viewed in the traveling direction, and "d" illustrates a case where the 2 nd connector 1620b and the 1 st guide rail 7a are viewed in the traveling direction. The "×" is a number indicating the order to be described in fig. 28. Note that in fig. 28, the symbols are omitted as appropriate.

As shown in a1, b1, c1, a2, b2, c2, a3, b3, and c3 of fig. 28, the 1 st link 1620a of the unmanned aircraft 10j is passed vertically below the 2 nd rail 7b so that the 1 st link 1620a in the opened state does not contact the 2 nd rail 7 b. The unmanned aerial vehicle 10j temporarily stops when the 1 st link 1620a passes vertically below the 1 st rail 7 a. At this time, when the unmanned aircraft 10j is viewed from vertically above, the connection point of the 1 st rail 7a and the 2 nd rail 7b is located between the 1 st connector 1620a and the 3 rd connector 1620 c. The unmanned aerial vehicle 10j further rotates the 1 st hook 1621 and the 2 nd hook 1622 of the 2 nd connector 1620b, and opens the 2 nd connector 1620 b. The connection between the 2 nd connector 1620b and the 1 st rail 7a is released, and the 2 nd connector 1620b is positioned vertically below the 1 st rail 7a so as not to contact the 1 st rail 7 a. The unmanned aerial vehicle 10j rotates in a counterclockwise direction. That is, as shown in a of fig. 28, in order to rotate the unmanned aerial vehicle 10j in the horizontal direction, the unmanned aerial vehicle 10j is rotated in the counterclockwise direction by rotating the side propeller 22a after changing the posture (horizontal direction) of the side propeller 22 a. When viewed from vertically above, the unmanned aerial vehicle 10j rotates to a position where the 1 st link 1620a and the 2 nd link 1620b intersect the 2 nd rail 7 b. Then, the 1 st hook 1621 of the 1 st connector 1620a and the 2 nd hook 1622 of the 2 nd connector 1620b are rotated to positions where they can contact the 2 nd guide rail 7b, respectively, in the unmanned aircraft 10 j.

Fig. 29 is a schematic view illustrating a state in which the 1 st connector 1620a and the 2 nd connector 1620b of the unmanned aerial vehicle 10j are connected to the 2 nd rail 7b in the modification of embodiment 5. In fig. 29, "a" illustrates a case where the unmanned aerial vehicle 10j is viewed from above, "b" illustrates a case where the 1 st link 1620a and the 2 nd rail 7b are viewed from the traveling direction, "c" illustrates a case where the 3 rd link 1620c and the 1 st rail 7a are viewed from the traveling direction, and "d" illustrates a case where the 2 nd link 1620b and the 2 nd rail 7b are viewed from the traveling direction. The "×" is a number indicating the order to be described in fig. 29. In the present modification, a case where the unmanned aerial vehicle 10j turns left will be described as an example. Note that in fig. 29, the symbols are omitted as appropriate.

As shown in a1, b1, c1, a2, b2, c2, a3, b3, and c3 of fig. 29, the unmanned aerial vehicle 10j connects the 1 st link 1620a to the 2 nd rail 7b by rotating the 2 nd hook 1622 of the 1 st link 1620a to bring the 1 st link 1620a into a closed state. At this time, the 3 rd connector 1620c is connected to the 1 st rail 7 a. The unmanned aerial vehicle 10j rotates and is positioned at a position where the 2 nd hook 1622 of the 2 nd link 1620b contacts or approaches the 2 nd rail 7b (inside of the toe hook in the 2 nd hook 1622), and the unmanned aerial vehicle 10j also rotates the 1 st hook 1621 of the 2 nd link 1620b and brings the 2 nd link 1620b into a closed state, thereby coupling the 2 nd link 1620b to the 2 nd rail 7b.

Fig. 30 is a schematic diagram illustrating a state in which the 3 rd connector 1620c of the unmanned aircraft 10j is connected to the 2 nd rail 7b in the modification of embodiment 5. In fig. 30, "a" illustrates a case where the unmanned aerial vehicle 10j is viewed from above, "b" illustrates a case where the 1 st link 1620a and the 2 nd rail 7b are viewed from the traveling direction, "c" illustrates a case where the 3 rd link 1620c and the 2 nd rail 7b are viewed from the traveling direction, and "d" illustrates a case where the 2 nd link 1620b and the 2 nd rail 7b are viewed from the traveling direction. The "×" is a number indicating the order to be described in fig. 30. Note that in fig. 30, the symbols are omitted as appropriate.

As shown in a1, b1, and c1 of fig. 30, the unmanned aerial vehicle 10j rotates the 1 st and 2 nd hooks 1621 and 1622 of the 3 rd connector 1620c, and opens the 3 rd connector 1620 c. The 3 rd connector 1620c is disconnected from the 1 st rail 7a, and is positioned vertically below the 1 st rail 7a and the 2 nd rail 7b so as not to contact the 3 rd connector 1620c with the 1 st rail 7a and the 2 nd rail 7 b. When viewed from vertically above, the unmanned aerial vehicle 10j further rotates to a position where the 3 rd connector 1620c intersects with the connection points of the 1 st rail 7a and the 2 nd rail 7 b. That is, the unmanned aerial vehicle 10j rotates to a position where the longitudinal direction of the main body 1220 and the longitudinal direction of the 2 nd rail 7b become parallel. The 3 rd connector 1620c and the 1 st rail 7a may be disconnected simultaneously with the rotation of the unmanned aircraft 10 j. At this time, the 1 st link 1620a and the 2 nd link 1620b are kept connected to the 2 nd rail 7 b.

As shown in a2, b2, and c2 of fig. 30, the unmanned aerial vehicle 10j rotates the 3 rd connector 1620c until the 3 rd connector 1620a and the 2 nd connector 1620b are in the same posture. That is, the 3 rd connector 1620c rotates 90 ° around the vertical direction. The unmanned aerial vehicle 10j travels along the 2 nd rail 7b by rotating the side propeller 22a, and moves to a position where it can be connected to the 2 nd rail 7b (a position where it does not contact the 1 st rail 7 a). The unmanned aerial vehicle 10j rotates the 1 st hook 1621 and the 2 nd hook 1622 of the 3 rd connector 1620c to bring the 3 rd connector 1620c into a closed state, thereby connecting the 3 rd connector 1620c to the 2 nd rail 7b. In this way, the unmanned aerial vehicle 10j can pass through the connection point between the 1 st rail 7a and the 2 nd rail 7b.

As shown in a3, b3, and c3 of fig. 30, the unmanned aerial vehicle 10j rotates the 1 st hook 1621 and the 2 nd hook 1622 of the 2 nd connector 1620b, and opens the 2 nd connector 1620 b. The connection between the 2 nd connector 1620b and the 2 nd rail 7b is released, and the 2 nd connector 1620b is positioned vertically below the 2 nd rail 7b so as not to contact the 2 nd rail 7b. At this time, the 1 st link 1620a and the 3 rd link 1620c are kept connected to the 2 nd rail 7b, and the unmanned aerial vehicle 10j maintains its own attitude. The unmanned aircraft 10j travels leftward along the 2 nd rail 7b by rotating the side propeller 22a, and the 2 nd connector 1620b passes vertically below the 1 st rail 7 a.

Fig. 31 is a schematic view illustrating a state in which the 1 st link 1620a and the 3 rd link 1620c of the unmanned aerial vehicle 10j pass through the other rail support part 1632 in the modification of embodiment 5. In fig. 31, "a" illustrates a case where the unmanned aerial vehicle 10j is viewed in plan, "b" illustrates a case where the 1 st link 1620a and the 2 nd rail 7b are viewed in the traveling direction, "c" illustrates a case where the 3 rd link 1620c and the 2 nd rail 7b are viewed in the traveling direction, and "d" illustrates a case where the 2 nd link 1620b and the 2 nd rail 7b are viewed in the traveling direction. The "×" is a number indicating the order to be described in fig. 31. Note that in fig. 31, the symbols are omitted as appropriate.

As shown in fig. 31 a1, b1, c1, a2, b2, c2, a3, b3, and c3, the unmanned aerial vehicle 10j rotates the side propeller 22a to travel along the 2 nd rail 7 b. When the unmanned aircraft 10j approaches the other rail support portion 1632 indicated by the broken line, the 1 st hook 1621 and the 2 nd hook 1622 of the 1 st link 1620a are rotated, and the 1 st link 1620a is opened. The 1 st connecting body 1620a and the 2 nd guide rail 7b are disconnected from each other, and are positioned vertically below the other guide rail support 1632 so as not to contact the 1 st connecting body 1620a with the other guide rail support 1632. At this time, the 3 rd connector 1620c and the 2 nd connector 1620b are connected to the 2 nd rail 7 b. Accordingly, the unmanned aerial vehicle 10j moves along the 2 nd rail 7b while maintaining its posture, and the 1 st link 1620a passes vertically below the other rail support 1632.

The unmanned aerial vehicle 10j rotates the 1 st hook 1621 and the 2 nd hook 1622 of the 1 st link 1620a, and connects the 1 st link 1620a to the 2 nd rail 7b by bringing the 1 st link 1620a into a closed state. When the 3 rd connector 1620c approaches the other rail supporting portion 1632, the unmanned aerial vehicle 10j rotates the 1 st hook 1621 and the 2 nd hook 1622 of the 3 rd connector 1620c, and opens the 3 rd connector 1620 c. The connection between the 3 rd connector 1620c and the 2 nd rail 7b is released, and the 3 rd connector 1620c is positioned vertically below the other rail support 1632 so as not to contact the other rail support 1632. At this time, the 1 st connector 1620a and the 2 nd connector 1620b are connected to the 1 st rail 7 a.

Fig. 32 is a schematic diagram illustrating a state in which the 2 nd connector 1620b of the unmanned aerial vehicle 10j in the modification of embodiment 5 passes through the other rail support part 1632. In fig. 32, "a" shows an example of a plan view of the unmanned aerial vehicle 10j, "b" shows an example of the 1 st link 1620a and the 2 nd rail 7b seen in the traveling direction, "c" shows an example of the 3 rd link 1620c and the 2 nd rail 7b seen in the traveling direction, and "d" shows an example of the 2 nd link 1620b and the 2 nd rail 7b seen in the traveling direction. The "×" is a number indicating the order to be described in fig. 32. Note that in fig. 32, the symbols are omitted as appropriate.

As shown in a1, b1, c1, a2, b2, and c2 of fig. 32, the unmanned aerial vehicle 10j moves along the 2 nd rail 7b while maintaining its own attitude, and the 3 rd link 1620c passes vertically below the other rail support 1632. The unmanned aerial vehicle 10j rotates the 1 st hook 1621 and the 2 nd hook 1622 of the 3 rd connector 1620c to bring the 2 nd connector 1620b into a closed state, thereby connecting the 3 rd connector 1620c to the 2 nd rail 7b. At this time, the 1 st connector 1620a and the 2 nd connector 1620b are connected to the 2 nd rail 7b.

When the 2 nd link 1620b approaches the other rail support part 1632, the unmanned aerial vehicle 10j rotates the 1 st hook 1621 and the 2 nd hook 1622 of the 2 nd link 1620b, and opens the 2 nd link 1620 b. The connection between the 2 nd connector 1620b and the 2 nd rail 7b is released, and the 2 nd connector 1620b is positioned vertically below the other rail support 1632 so as not to contact the other rail support 1632. At this time, the 1 st connector 1620a and the 3 rd connector 1620c are connected to the 2 nd rail 7b. Accordingly, the unmanned aerial vehicle 10j moves along the 2 nd rail 7b while maintaining its posture, and the 2 nd link 1620b passes vertically below the other rail support 1632. The unmanned aerial vehicle 10j rotates the 1 st hook 1621 and the 2 nd hook 1622 of the 2 nd link 1620b to bring the 2 nd link 1620b into a closed state, thereby connecting the 2 nd link 1620b to the 2 nd rail 7b.

In this way, the unmanned aerial vehicle 10j can pass through the respective rail supporting portions 1632 and the connection points of the 1 st rail 7a and the 2 nd rail 7 b.

Embodiment 6

[ constitution ]

Since the basic configuration of the unmanned aerial vehicle 10k in the present embodiment is the same as that of the unmanned aerial vehicle in embodiment 5 or the like, the description of the basic configuration of the unmanned aerial vehicle 10k in the present embodiment will be omitted as appropriate. In this embodiment, a roller is provided in an arm portion of a connector unlike embodiment 5 or the like.

Fig. 33 is a perspective view illustrating, for example, a 1 st connector 1720a, a 2 nd connector 1720b, a 3 rd connector 1720c, and the like of the unmanned aerial vehicle 10k according to embodiment 6.

The body 1711 of the unmanned aerial vehicle 10k has a 1 st connector support portion 1719 and a 2 nd connector support portion 1770 formed along the longitudinal direction of the body 1711 (the longitudinal direction of the rail 7).

The 1 st connector support 1719 includes a pair of standing parts 1719a, a main beam 1719b, a swinging part 1761, and a plurality of support bars 1762. In the present embodiment, the plurality of connectors are the 1 st connector 1720a, the 2 nd connector 1720b, and the 3 rd connector 1720c.

The pair of standing parts 1719a are provided on the vertically upper side of the body 1711, and are columnar bodies standing on the body 1711. The pair of standing portions 1719a are arranged side by side along the longitudinal direction of the body 1711. A pair of uprights 1719a support the main beams 1719b.

The main beam 1719b is connected to tip ends of a pair of standing parts 1719 a. The main beam 1719b is disposed along the longitudinal direction of the body 1711, and supports the 1 st link 1720a, the 2 nd link 1720b, and the 3 rd link 1720 c.

The rocking portion 1761 is a long and thin columnar body arranged along the longitudinal direction of the main beam 1719b. The swinging portion 1761 is disposed vertically below the main beam 1719b, and is fixed so that a central portion in the longitudinal direction can swing with respect to the main beam 1719b at a predetermined axial center. The rocking surface of the rocking section 1761 is substantially parallel to the vertical direction. A lower end of one support bar 1762 is fixed to a front end of the swinging portion 1761, the support bar 1762 can swing around a predetermined axis, a lower end of one support bar 1762 is also fixed to a rear end of the swinging portion 1761, and the support bar 1762 can swing around a predetermined axis. The rocking section 1761 lifts or depresses each support bar 1762 by rocking along the rocking surface. That is, the rocking portion 1761 is rocked like a seesaw, and the position of the connector is changed by the support bar 1762.

The plurality of support bars 1762 are supported by the rocking portion 1761 so as to be capable of being lifted up with respect to the rocking portion 1761, and are supported in a state of being passed through the main beam 1719 b. The plurality of support bars 1762 can be vertically repositioned by the rocking section 1761 rocking with the rocking surface. In the present embodiment, two support bars 1762 are provided in the rocking section 1766. Since the support bars 1762 are supported by the rocking parts 1761 so as to rock in a state of penetrating the main beams 1719b, unstable rocking and tilting can be suppressed.

The plurality of support bars 1762 fix the plurality of connectors. In this embodiment, the 1 st connector 1720a is fixed to the tip of one support bar 1762 of the plurality of support bars 1762, and the 2 nd connector 1720b is fixed to the tip of one support bar 1762 of the plurality of support bars 1762. The support bars 1762 are provided in the 1 st connector support portion 1719 in accordance with the number of connectors.

Accordingly, the height of the 1 st link 1720a and the 2 nd link 1720b is adjusted by the swinging portion 1761 swinging about the main beam 1719b with respect to the predetermined axis. The configuration of changing the positions of the 1 st link 1720a and the 2 nd link 1720b is not limited to the rocking section 1761 and the plurality of support bars 1762 shown in the present embodiment, and any known technique may be used as long as the 1 st link 1720a and the 2 nd link 1720b can be lifted and lowered.

The control processing unit 11 controls the drive control unit 12 so that the position of the 1 st link 1720a is higher than the position of the 2 nd link 1720b when the distance between the guide rail 7 support unit (or the intersecting guide rail 7 in the case where the plurality of guide rails 7 intersect) and the 1 st link 1720a is smaller than a predetermined distance based on the information obtained from the respective distance sensors. That is, the driving control unit 12 controls the actuator to pivot the pivot 1761 about the main beam 1719b at a predetermined axis, and to tilt the pivot 1761 such that the front end is positioned high and the rear end is positioned low. Accordingly, the 1 st link 1720a is lifted by the support bar 1762 by the rocking portion 1761, and the 2 nd link 1720b is depressed by the support bar 1762 by the rocking portion 1761, so that the 1 st link 1720a is positioned higher than the 2 nd link 1720 b. Since the 1 st hook 1721 and the 2 nd hook 1722 of the 1 st connecting body 1720a are separated from the guide rail 7, the drive control unit 12 controls the actuator, and the 1 st hook 1721 and the 2 nd hook 1722 are rotated about the predetermined axes, respectively, to open the 1 st connecting body 1720 a. Therefore, when the 1 st connecting body 1720a is opened, friction is not easily generated between the guide rail 7 and the 1 st hook 1721 and the 2 nd hook 1722. Accordingly, the 1 st connecting body 1720a can be easily disconnected from the guide rail 7. The same operation is performed also for the 2 nd connector 1720 b.

Fig. 34 is an oblique view illustrating a state in which the 3 rd connector 1720c of the unmanned aerial vehicle 10k in embodiment 6 is movable in the vertical direction. Fig. 34 a shows a state where the position of the 3 rd connector 1720c is normal (lowered state), and fig. 34 b shows a state where the position of the 3 rd connector 1720c is changed (raised state).

As shown in fig. 33 and 34, the 3 rd connector support portion 1770 includes: a 1 st fixing portion 1771 for fixing the 3 rd connector 1720 c; a 2 nd fixing portion 1772 rotatable about an axis parallel to the vertical direction with respect to the main beam 1719b; a position adjusting unit 1773 that connects the 1 st fixing unit 1771 and the 2 nd fixing unit 1772, and changes the position of the 1 st fixing unit 1771 relative to the 2 nd fixing unit 1772; the 3 rd fixing portion 1774 is fixed to the main beam 1719b in a state of overlapping with the 2 nd fixing portion 1772; and a plurality of rollers disposed between the 2 nd and 3 rd fixing portions 1772 and 1774. The 1 st fixing portion 1771, the 2 nd fixing portion 1772, and the 3 rd fixing portion 1774 are examples of fixing portions, respectively.

The 1 st fixing portion 1771 is a flat plate-like member to the upper surface of which the 3 rd connecting body 1720c is fixed, and is disposed at a position apart from the main beam 1719 b.

The 2 nd fixing portion 1772 is a flat plate-like member fixed to the main beam 1719b and supporting the 1 st fixing portion 1771 via the position adjusting portion 1773. The 2 nd fixing portion 1772 is disposed so as to overlap with the 1 st fixing portion 1771. An annular groove for disposing a plurality of rollers is formed in the center portion of the 2 nd fixing portion 1772.

The position adjusting unit 1773 connects the 1 st fixing unit 1771 and the 2 nd fixing unit 1772, and adjusts the position of the 1 st fixing unit 1771 with respect to the 2 nd fixing unit 1772 by the control of the drive control unit 12. That is, the position adjusting unit 1773 moves up and down the 1 st fixing unit 1771 to change the position of the 3 rd connecting body 1720 c. In the present embodiment, the position adjusting portion 1773 includes, as shown in b of fig. 34, a 1 st columnar portion 1773a fixed to the 1 st fixing portion 1771, and a 2 nd columnar portion 1773b fixed to the 2 nd fixing portion 1772. The 2 nd columnar portion 1773b is tubular, the 1 st columnar portion 1773a is inserted into the 2 nd columnar portion 1773b, and the 1 st columnar portion 1773a is slidably moved (lifted) in the vertical direction under the control of the drive control unit 12. The 1 st columnar portion 1773a may have a tubular shape, and the 2 nd columnar portion 1773b may be inserted into the interior. The position adjusting unit 1773 is not limited to this embodiment, and any known technique may be used as long as the 3 rd connector 1720c can be lifted and lowered.

The 3 rd fixing portion 1774 is a plate-like member fixed to the main beam 1719b. An annular groove for disposing a plurality of rollers is formed at a position where the central portion of the 3 rd fixing portion 1774 faces the annular groove of the 2 nd fixing portion 1772. Since the 3 rd fixing portion 1774 is fixed to the main beam 1719b, when the weight of the unmanned aerial vehicle 10k is applied while the connecting body is connected to the guide rail 7, the 3 rd fixing portion 1772 is pressed against the 2 nd fixing portion 1772 with a plurality of rollers interposed therebetween. Therefore, the 3 rd fixing portion 1774 is not easily separated from the 2 nd fixing portion 1772, and a plurality of rollers disposed between the annular groove of the 2 nd fixing portion 1772 and the annular groove of the 3 rd fixing portion 1774 can be supported.

The plurality of rollers are, for example, spherical or conical, arranged between the annular groove of the 2 nd fixing portion 1772 and the annular groove of the 3 rd fixing portion 1774, and sandwiched between the two annular grooves. The plurality of rollers rotate in response to the rotation of the 2 nd fixed portion 1772.

In this way, the 2 nd fixing portion 1772 can rotate around an axis parallel to the 3 rd fixing portion 1774 in the vertical direction, and the 2 nd fixing portion 1772, the 3 rd fixing portion 1774, and the plurality of rollers function as a turntable.

The 1 st link 1720a, the 2 nd link 1720b, and the 3 rd link 1720c of the unmanned aerial vehicle 10k are arranged along the longitudinal direction of the guide rail 7. The 1 st link 1720a, the 2 nd link 1720b, and the 3 rd link 1720c are fixed to the main beam 1719b.

Of the three connectors, the 1 st connector 1720a is disposed at the foremost end of the unmanned aerial vehicle 10k, the 2 nd connector 1720b is disposed at the rearmost end of the unmanned aerial vehicle 10k, and the 3 rd connector 1720c is disposed between the 1 st connector 1720a and the 2 nd connector 1720 b. The 1 st connecting body 1720a and the 2 nd connecting body 1720b have the same structure, and the 3 rd connecting body 1720c has a structure different from that of the 1 st connecting body 1720a and the 2 nd connecting body 1720 b.

As shown in fig. 33, the 1 st hook 1721 and the 2 nd hook 1722 of the 1 st connecting body 1720a are provided with a 1 st roller 1751a and a 2 nd roller 1751b, respectively. Further, the 1 st hook 1721 and the 2 nd hook 1722 of the 2 nd connecting body 1720b are provided with a 1 st roller 1751a and a 2 nd roller 1751b, respectively.

The 1 st roller 1751a is positioned vertically above the guide rail 7 in a state where the 1 st link 1720a and/or the 2 nd link 1720b is closed. The 2 nd roller 1751b is a wheel for freely rotatably contacting the guide rail 7. The direction of the rotation axis of the 1 st roller 1751a is orthogonal to the longitudinal direction of the guide rail 7, and is substantially parallel to the horizontal direction. Roller 1751a is an example of a roller.

The 2 nd roller 1751b is positioned on the side surface of the guide rail 7 in a state where the 1 st link 1720a and/or the 2 nd link 1720b is closed. The 2 nd roller 1751b is a wheel for freely rotatably contacting the guide rail 7. The direction of the rotation axis of the 2 nd roller 1751b is orthogonal to the longitudinal direction of the guide rail 7, and is substantially parallel to the vertical direction. Roller 1751b is an example of a roller.

In a state in which the 1 st connecting body 1720a and/or the 2 nd connecting body 1720b are closed, the 1 st roller 1751a of the 1 st hook 1721 and the 1 st roller 1751a of the 2 nd hook 1722 are located vertically above the rail 7, and the 2 nd roller 1751b of the 1 st hook 1721 and the 2 nd roller 1751b of the 2 nd hook 1722 are located on the side surface of the rail 7 so as to sandwich the rail 7.

The 3 rd roller 1751c is provided to each of the 1 st hook 1721 and the 2 nd hook 1722 of the 3 rd connecting body 1720 c.

The 3 rd roller 1751c is positioned vertically above the guide rail 7 in a state where the 3 rd connecting body 1720c is closed. The 3 rd roller 1751c is a wheel for contacting the guide rail 7 in a freely rotatable manner. The direction of the rotation axis of the 1 st roller 1751a is orthogonal to the longitudinal direction of the guide rail 7, and is substantially parallel to the horizontal direction. Roller 1751c of FIG. 3 is an example of a roller.

For example, in the case where the 1 st connecting body 1720a is in a closed state, the 1 st roller 1751a of the 1 st hook 1721 and the 1 st roller 1751a of the 2 nd hook 1722 are located vertically above the rail 7, and the 2 nd roller 1751b of the 1 st hook 1721 and the 2 nd roller 1751b of the 2 nd hook 1722 are located on the side surface of the rail 7 so as to sandwich the rail 7.

Working example 1

Fig. 35 is an oblique view illustrating a state in which the 1 st link 1720a of the unmanned aircraft 10k in embodiment 6 passes through the 2 nd rail 7 b.

As shown in fig. 35 a and b, the unmanned aircraft 10k travels along the 1 st guide rail 7a by rotating the side propeller. When the 1 st link 1720a approaches the 2 nd rail 7b, the unmanned aerial vehicle 10k swings the swinging portion 1761 to raise the 1 st link 1720a and lower the 2 nd link 1720b. Accordingly, the 1 st hook 1721 and the 2 nd hook 1722 of the 1 st connecting body 1720a are separated from the 1 st rail 7a. The unmanned aerial vehicle 10k lifts the 1 st link 1720a to separate the 1 st link 1720a from the 1 st rail 7a, and rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 1 st link 1720a to open the 1 st link 1720 a. The 1 st connecting body 1720a is disconnected from the 1 st guide rail 7a, and the 1 st connecting body 1720a is positioned vertically below the 2 nd guide rail 7b so as not to contact the 1 st connecting body 1720a with the 2 nd guide rail 7 b. At this time, since the 3 rd connector 1720c and the 2 nd connector 1720b are connected to the 1 st rail 7a, the unmanned aerial vehicle 10k maintains its attitude. When the connection between the 1 st connecting body 1720a and the 1 st rail 7a is released, the unmanned aerial vehicle 10k can drive the propeller at the tip end to add buoyancy vertically upward.

As shown in fig. 35 c, the unmanned aircraft 10k moves along the 1 st rail 7a while maintaining its own posture, and the 1 st link 1720a passes vertically below the 2 nd rail 7 b.

Fig. 36 is an oblique view illustrating a state in which the 3 rd connector 1720c of the unmanned aircraft 10k in embodiment 6 passes through the 2 nd rail 7 b.

As shown in a of fig. 36, when the 1 st link 1720a passes vertically below the 2 nd rail 7b, the unmanned aerial vehicle 10k rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 1 st link 1720a to bring the 1 st link 1720a into a closed state, whereby the 1 st link 1720a is coupled to the 1 st rail 7a. Then, the unmanned aerial vehicle 10k swings the swing portion 1761 to raise the 2 nd link 1720b and lower the 1 st link 1720a, and returns the swing portion 1761 to its original posture (the posture in which the main beam 1719b is substantially parallel to the swing portion 1761, and the posture before the swing portion 1761 is to be swung). At this time, the 3 rd connector 1720c and the 2 nd connector 1720b are connected to the 1 st rail 7a.

As shown in fig. 36 b, when the 3 rd connector 1720c approaches the 2 nd rail 7b, the unmanned aerial vehicle 10k drives the position adjusting unit 1773 to raise the 3 rd connector 1720c to be in a raised state. Accordingly, the 1 st hook 1721 and the 2 nd hook 1722 of the 3 rd connecting body 1720c are separated from the 1 st rail 7a. The unmanned aerial vehicle 10k lifts the 3 rd connecting body 1720c, moves the 3 rd connecting body 1720c away from the 1 st guide rail 7a, and rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 3 rd connecting body 1720c to bring the 3 rd connecting body 1720c into an open state. The connection between the 3 rd connector 1720c and the 1 st rail 7a is released, and the 3 rd connector 1720c is positioned vertically below the 2 nd rail 7b so as not to contact the 3 rd connector 1720c with the 2 nd rail 7 b. At this time, since the 1 st link 1720a and the 2 nd link 1720b are connected to the 1 st rail 7a, the unmanned aerial vehicle 10k maintains its attitude.

As shown in fig. 36 c, the unmanned aircraft 10k moves along the 1 st rail 7a while maintaining its attitude, and the 3 rd connector 1720c passes vertically below the 2 nd rail 7 b.

As shown in fig. 36 d, when the 3 rd connector 1720c is located vertically below the 2 nd rail 7b, the unmanned aerial vehicle 10k rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 3 rd connector 1720c, thereby bringing the 3 rd connector 1720c into a closed state and connecting the 3 rd connector 1720c to the 1 st rail 7a. Then, the unmanned aerial vehicle 10k drives the position adjusting unit 1773 to lower the 3 rd connector 1720c to be in a lowered state. At this time, the 1 st connecting body 1720a and the 3 rd connecting body 1720c are connected to the 1 st rail 7a.

Fig. 37 is an oblique view illustrating a state in which the 2 nd connector 1720b of the unmanned aircraft 10k in embodiment 6 passes through the 2 nd rail 7 b.

As shown in a of fig. 37, when the 2 nd link 1720b approaches the 2 nd rail 7b, the unmanned aerial vehicle 10k swings the swinging portion 1761, thereby raising the 2 nd link 1720b and lowering the 1 st link 1720a. Accordingly, the 1 st hook 1721 and the 2 nd hook 1722 of the 2 nd connector 1720b are separated from the 1 st rail 7a. The unmanned aircraft 10k lifts the 2 nd link 1720b, separates the 2 nd link 1720b from the 1 st rail 7a, rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 2 nd link 1720b, and opens the 2 nd link 1720 b. The connection between the 2 nd connector 1720b and the 1 st rail 7a is released, and the 2 nd connector 1720b is positioned vertically below the 2 nd rail 7b so as not to contact the 2 nd connector 1720b with the 2 nd rail 7 b. At this time, since the 1 st link 1720a and the 3 rd link 1720c are connected to the 1 st rail 7a, the unmanned aerial vehicle 10k maintains its attitude. In addition, when the connection between the 2 nd connector 1720b and the 1 st rail 7a is released, the unmanned aerial vehicle 10k may be configured to rotate the propeller at the tip end to add buoyancy vertically upward.

As shown in b of fig. 37, the unmanned aircraft 10k moves along the 1 st rail 7a while maintaining its attitude, and the 2 nd link 1720b passes vertically below the 2 nd rail 7 b.

As shown in fig. 37 c, when the 2 nd link 1720b passes vertically below the 2 nd rail 7b, the unmanned aerial vehicle 10k rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 2 nd link 1720b, and brings the 2 nd link 1720b into a closed state, thereby connecting the 2 nd link 1720b to the 1 st rail 7a. Then, the unmanned aerial vehicle 10k swings the swinging portion 1761, lifts the 1 st link 1720a, lowers the 2 nd link 1720b, and returns the swinging portion 1761 to its original posture (the posture in which the main beam 1719b is substantially parallel to the swinging portion 1761, and the posture immediately before the swinging portion 1761 is swung). At this time, the 1 st connecting body 1720a and the 3 rd connecting body 1720c are connected to the 1 st rail 7a.

In this way, the unmanned aerial vehicle 10k can pass through the connection point between the 1 st rail 7a and the 2 nd rail 7 b.

Working example 2

Fig. 38 is a schematic view illustrating a state in which the unmanned aircraft 10k in embodiment 6 is connected from the 1 st track 7a to the 2 nd track 7 b.

The unmanned aircraft 10k travels along the 1 st guide rail 7a by rotating the side propeller. As shown in fig. 38 a and b, when the 1 st link 1720a approaches the 2 nd rail 7b, the unmanned aerial vehicle 10k rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 3 rd link 1720c, and the 3 rd link 1720c is closed. As shown in fig. 38 c, the unmanned aerial vehicle 10k rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 1 st link 1720a, and opens the 1 st link 1720 a. The connection between the 1 st connecting body 1720a and the 1 st guide rail 7a is released, and the 1 st connecting body 1720a is positioned vertically below the 2 nd guide rail 7b so as not to contact the 1 st connecting body 1720a with the 2 nd guide rail 7 b.

As shown in fig. 38 d, when the 1 st link 1720a passes vertically below the 2 nd rail 7b, the 3 rd link 1720c approaches the 2 nd rail 7b, and the unmanned aircraft 10k stops the rotation of the side propeller 22a, thereby stopping the travel. As shown in fig. 38 e, the unmanned aerial vehicle 10k rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 2 nd link 1720b, and opens the 2 nd link 1720 b. The connection between the 2 nd connector 1720b and the 1 st rail 7a is released, and the 2 nd connector 1720b is positioned vertically below the 2 nd rail 7b so as not to contact the 2 nd connector 1720b with the 2 nd rail 7 b.

Since only the 3 rd connector 1720c is connected to the 1 st rail 7a as shown in f of fig. 38, the unmanned aerial vehicle 10k rotates the side propeller 22a after changing the posture of the side propeller 22a as shown in fig. 26, and thereby rotates the unmanned aerial vehicle 10k in the counterclockwise direction in the horizontal direction.

Fig. 39 is a schematic diagram illustrating a state in which the connection between the 3 rd connector 1720c and the 1 st rail 7a of the unmanned aircraft 10k in embodiment 6 is released. Fig. 39 a, b, and d show a state of the unmanned aerial vehicle 10k in plan view, and fig. 39 c and e show states of the 1 st, 2 nd, and 3 rd connectors 1720a, 1720b, and 1720c of the unmanned aerial vehicle 10k in side view.

As shown in fig. 39 a, b, and c, the unmanned aerial vehicle 10k rotates up to the position where the 1 st link 1720a and the 2 nd link 1720b intersect with the 2 nd rail 7b. After rotating to the position where the 1 st link 1720a and the 2 nd link 1720b intersect the 2 nd rail 7b, the unmanned aircraft 10k rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 1 st link 1720a and the 2 nd link 1720b, respectively, and brings the 1 st link 1720a and the 2 nd link 1720b into a closed state, thereby connecting the 1 st link 1720a and the 2 nd link 1720b to the 2 nd rail 7b.

As shown in d and e of fig. 39, the unmanned aerial vehicle 10k is driven by the position adjusting unit 1773 to raise the 3 rd connector 1720c, thereby bringing it into a raised state. Accordingly, the 1 st hook 1721 and the 2 nd hook 1722 of the 3 rd connecting body 1720c are separated from the 1 st rail 7a. When the 3 rd connector 1720c is separated from the 1 st rail 7a, the 1 st hook 1721 and the 2 nd hook 1722 of the 3 rd connector 1720c are rotated to open the 3 rd connector 1720c in the unmanned aircraft 10 k. The connection between the 3 rd connecting body 1720c and the 1 st rail 7a is released, and the 3 rd connecting body 1720c is positioned vertically below the 1 st rail 7a and the 2 nd rail 7b so as not to contact the 1 st rail 7a and the 2 nd rail 7b. The unmanned aerial vehicle 10k further rotates up to the position where the 3 rd connecting body 1720c intersects the connection point of the 1 st rail 7a and the 2 nd rail 7b. That is, the unmanned aerial vehicle 10k rotates until the longitudinal direction of the body main body 1711 is substantially parallel to the longitudinal direction of the 2 nd rail 7b.

Fig. 40 is a schematic diagram illustrating a state from when the 3 rd connector 1720c and the 2 nd rail 7b of the unmanned aerial vehicle 10k in embodiment 6 are connected to each other until the unmanned aerial vehicle 10k passes through the connection point between the 1 st rail 7a and the 2 nd rail 7b.

As shown in fig. 40 a and b, the unmanned aerial vehicle 10k rotates the 3 rd connector 1720c until the 1 st connector 1720a and the 2 nd connector 1720b have the same posture. That is, the 3 rd connecting body 1720c rotates 90 ° about the vertical direction as an axis. The unmanned aircraft 10k travels along the 2 nd rail 7b by rotating the side propeller 22a, and moves to a position where it can be connected to the 2 nd rail 7b (a position where the 3 rd connector 1720c does not contact the 1 st rail 7 a). As shown in c of fig. 40, the unmanned aerial vehicle 10k rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 3 rd connecting body 1720c, brings the 3 rd connecting body 1720c into a closed state, and connects the 3 rd connecting body 1720c to the 2 nd rail 7b.

As shown in d of fig. 40, the unmanned aerial vehicle 10k rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 2 nd link 1720b, and opens the 2 nd link 1720 b. The connection between the 2 nd connector 1720b and the 2 nd rail 7b is released, and the 2 nd connector 1720b is positioned vertically below the 2 nd rail 7b so as not to contact the 2 nd connector 1720b with the 2 nd rail 7b. As shown in fig. 40 e, the unmanned aircraft 10k travels leftward along the 2 nd rail 7b by rotating the side propeller 22a, and the 2 nd link 1720b passes vertically below the 1 st rail 7 a. As shown in f of fig. 40, the unmanned aerial vehicle 10k rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 2 nd link 1720b to bring the 2 nd link 1720b into a closed state, thereby connecting the 2 nd link 1720b to the 2 nd rail 7b.

Accordingly, the unmanned aerial vehicle 10k can pass through the connection point between the 1 st rail 7a and the 2 nd rail 7 b.

(modification of embodiment 6)

Since the basic configuration of the unmanned aerial vehicle in this modification is the same as that of the unmanned aerial vehicle in embodiment 6 or the like, the basic configuration of the unmanned aerial vehicle 10k in this modification will be omitted as appropriate. In this modification, the connection between the connecting body 1720 and the guide rail 7 is different from that of embodiment 6 or the like. In this modification, the 1 st connector 1720a, the 2 nd connector 1720b, and the 3 rd connector 1720c are collectively referred to as "connectors 1720". Connector 1720 is an example of an arm.

Fig. 41 is a perspective view illustrating a connection 1720 of the unmanned aerial vehicle 10k according to a modification of embodiment 6. Fig. 42 is a front view illustrating a connection 1720 of the unmanned aerial vehicle 10k according to a modification of embodiment 6 in a front view. Although fig. 42 illustrates the connection between the connecting body 1720 and the guide rail 7, the connection between the connecting body 1720 and the guide rail 7 is released, and the operations a to d in fig. 42 are reversed, and therefore, the description thereof is omitted.

As shown in fig. 41, the connecting body 1720 includes: the 1 st and 2 nd hooks 1721 and 1722, two 1 st gears 1731a, two 2 nd gears 1731b, two motors 1731c, and two 3 rd gears 1731d. The two 1 st gears 1731a, the two 2 nd gears 1731b, the two motors 1731c, and the two 3 rd gears 1731d are the above-described actuators, and are drive-controlled by the drive control section 12.

Two 1 st gears 1731a are rotatably accommodated in the housing 1730, and rotate around an axis, thereby rotating the 1 st hook 1721 and the 2 nd hook 1722 around the axis.

One of the two 1 st gears 1731a is fixed to an end (root) of the opposite side of the 1 st hook 1721 from the roller. The other of the two 1 st gears 1731a is fixed to the end (root) of the opposite side of the roller of the 2 nd hook 1722. Each of the two 1 st gears 1731a is engaged with each of the two 2 nd gears 1731b one-to-one, and is rotated by the rotation of each 2 nd gear 1731b, thereby rotating the 1 st hook 1721 and the 2 nd hook 1722.

Two 2 nd gears 1731b are rotatably received in the case 1730, and rotate the 1 st gear 1731a by rotating on a different shaft from the 1 st gear 1731 a. One of the two 2 nd gears 1731b is engaged with the one 1 st gear 1731a, thereby rotating the one 1 st gear 1731a around the shaft. The other of the two 2 nd gears 1731b is meshed with the other 1 st gear 1731a, whereby the other 1 st gear 1731a rotates around the shaft.

Two motors 1731c are accommodated in the housing 1730, and the axial direction of the respective rotation shafts is orthogonal to the axial direction of the respective 1 st gears 1731a and the axial direction of the respective 2 nd gears 1731 b.

A 3 rd gear 1731d is provided at the respective rotation shafts of the two motors 1731c, and the two 3 rd gears 1731d are in one-to-one engagement with each of the two 2 nd gears 1731 b. That is, one of the two motors 1731c is engaged with the one 2 nd gear 1731b via the 3 rd gear 1731d, and the 1 st hook 1721 is rotated via the one 1 st gear 1731 a. The other of the two motors 1731c is engaged with the other 2 nd gear 1731b via the 3 rd gear 1731d, and thereby the 2 nd hook 1722 is rotated via the other 1 st gear 1731 a.

In fig. 41 a and 42 a, the connecting body 1720 is in an open state, and the connecting body 1720 is not connected to the guide rail 7. As shown in b of fig. 41 and b of fig. 42, the drive control unit 12 drives each of the two motors 1731c to rotate the 3 rd gear 1731d, and rotates the two 1 st gears 1731a one-to-one via the two 2 nd gears 1731 b. Accordingly, the 1 st hook 1721 and the 2 nd hook 1722 rotate.

As shown in fig. 41 c and fig. 42 c, the 1 st hook 1721 and the 2 nd hook 1722 cover the guide rail 7 from above by the respective actuators. That is, the 1 st roller 1751a of each of the 1 st hook 1721 and the 2 nd hook 1722 is arranged vertically above the rail 7, and the 1 st roller 1751a is separated from the rail 7 by a predetermined distance N. At this time, the 1 st hook 1721 and the 2 nd hook 1722 have the posture of the 1 st roller 1751a in which the axial direction of the rotation shaft of the 1 st roller 1751a is substantially parallel to the horizontal direction.

As shown in d of fig. 41 and d of fig. 42, the drive control unit 12 further controls the actuator to rotate the 1 st hook 1721 and the 2 nd hook 1722. Accordingly, the 1 st hook 1721 and the 2 nd hook 1722 are pressed against the rail 7 so as to be pressed down from vertically above the rail 7. At this time, the axial direction of the rotation shaft of the 1 st roller 1751a of each of the 1 st hook 1721 and the 2 nd hook 1722 is inclined at a predetermined angle with respect to the horizontal direction. That is, in fig. 42 c, the longitudinal direction of the 1 st hook 1721 with respect to the 1 st gear 1731a is substantially parallel to the vertical direction, whereas in fig. 42 d, the longitudinal direction of the 1 st hook 1721 with respect to the 1 st gear 1731a is inclined by an angle β with respect to the vertical direction.

As described above, in this unmanned aerial vehicle 10k, when the connecting body 1720 is connected to the guide rail 7, as shown in fig. 41 c and fig. 42 c, the connecting body 1720 is separated from the guide rail 7 in a posture in which the axial direction of the rotation shaft of the 1 st roller 1751a is substantially parallel to the horizontal direction. When connecting the connecting body 1720 to the guide rail 7, the connecting body 1720 covers the guide rail 7 from vertically above the guide rail 7, and friction is not easily generated between the connecting body 1720 and the guide rail 7. Therefore, the connecting body 1720 can be easily connected to the guide rail 7 in the unmanned aerial vehicle 10 k.

That is, the 1 st hook 1721 and the 2 nd hook 1722 are closed, and the connecting body 1720 is connected to the guide rail 7.

Fig. 43 is a front view illustrating a state in which the 1 st hook 1721 is connected to the guide rail 7 when the connector 1720 of the unmanned aerial vehicle 10k in the modification of embodiment 6 is seen from the front. Although fig. 43 illustrates the connection of the 1 st hook 1721 to the rail 7, the connection of the 2 nd hook 1722 to the rail 7 is similar.

In fig. 43 a, the connecting body 1720 is opened, and the connecting body 1720 is not connected to the guide rail 7. As shown in fig. 43 b, the drive control unit 12 controls the actuator to drive one motor 1731c corresponding to the 1 st hook 1721, thereby rotating the 3 rd gear 1731d and rotating the 1 st gear 1731a via the 2 nd gear 1731 b. Accordingly, the 1 st hook 1721 rotates.

As shown in fig. 43 c, the 1 st hook 1721 covers the guide rail 7 from above by the actuator. That is, the 1 st roller 1751a of the 1 st hook 1721 is arranged vertically above the rail 7, and the 1 st roller 1751a is separated from the rail 7 by a predetermined distance. At this time, the 1 st roller 1751a of the 1 st hook 1721 is in a posture in which the axial direction of the rotation shaft of the 1 st roller 1751a is substantially parallel to the horizontal direction.

As shown in d of fig. 43, the drive control unit 12 further controls the actuator to rotate the 1 st hook 1721. Accordingly, the 1 st hook 1721 is pressed from vertically above the rail 7, thereby pressing on the rail 7. At this time, the axial direction of the rotation shaft of the 1 st roller 1751a of each 1 st hook 1721 is inclined at a predetermined angle with respect to the horizontal direction. That is, in fig. 43 c, the longitudinal direction of the 1 st hook 1721 with respect to the 1 st gear 1731a is substantially parallel to the vertical direction, whereas in fig. 43 d, the longitudinal direction of the 1 st hook 1721 with respect to the 1 st gear 1731a is inclined by an angle β with respect to the vertical direction. Thus, the 1 st hook 1721 is connected to the guide rail 7 by the 1 st hook 1721 being rotated.

Fig. 44 is a front view illustrating a state in which the 2 nd connector 1720b connected to the 1 st rail 7a is released when the 2 nd connector 1720b of the unmanned aerial vehicle 10k in the modification of embodiment 6 is seen from the front, and a schematic view illustrating a state in which the unmanned aerial vehicle 10k is seen from above. Fig. 44 shows an example of the case of switching from the 1 st rail 7a as the rail 7 to the 2 nd rail 7b as the rail 7 in fig. 38 and the like. In fig. 44, the 2 nd connector 1720b is used as the connector 1720.

As shown in a of fig. 44, the axial direction of the rotation shaft of the 1 st roller 1751a of each of the 1 st hook 1721 and the 2 nd hook 1722 is inclined at a predetermined angle with respect to the horizontal direction. That is, in fig. 44 b, the longitudinal direction of the 1 st hook 1721 with respect to the 1 st gear 1731a is substantially parallel to the vertical direction, whereas in fig. 44 a, the longitudinal direction of the 1 st hook 1721 with respect to the 1 st gear 1731a is inclined at a certain angle with respect to the vertical direction. In fig. 44 b, the drive control unit 12 drives each of the two motors 1731c to rotate the 3 rd gear 1731d, and thereby rotates the two 1 st gears 1731a one-to-one via the two 2 nd gears 1731 b. Accordingly, the 1 st hook 1721 and the 2 nd hook 1722 rotate. Then, the 1 st hook 1721 and the 2 nd hook 1722 are separated from the vertically upper side of the 1 st rail 7a, and the 1 st roller 1751a is brought into a state of not contacting with the 1 st rail 7a, and the 2 nd link 1720b is separated from the 1 st rail 7 a.

As shown in fig. 44 b, the 1 st roller 1751a of each of the 1 st hook 1721 and the 2 nd hook 1722 is arranged vertically above the 1 st rail 7a by each actuator, and the 1 st roller 1751a is separated from the 1 st rail 7a by a predetermined distance. At this time, the 1 st hook 1721 and the 2 nd hook 1722 have the posture of the 1 st roller 1751a in which the axial direction of the rotation shaft of the 1 st roller 1751a is substantially parallel to the horizontal direction.

As shown in fig. 44 c and d, the 1 st hook 1721 and the 2 nd hook 1722 are further rotated by the respective actuators, and the 2 nd connector 1720b is opened, whereby the connection between the 2 nd connector 1720b and the 1 st rail 7a is released. At this time, the 1 st hook 1721 and the 2 nd hook 1722 are located below the substantially parallel virtual plane along the top surface of the housing 1730.

Fig. 44 e illustrates a state in which the connection between the 2 nd connector 1720b and the 1 st rail 7a is released when the unmanned aircraft 10k of fig. 44 d is viewed from above. In fig. 44 e, the 1 st connecting member 1720a is opened similarly, and the 3 rd connecting member 1720c is connected to the 1 st rail 7 a.

Fig. 45 is a front view illustrating a state in which connection of the connection body 1720 is switched from the 1 st rail 7a to the 2 nd rail 7b and a schematic view illustrating the unmanned aerial vehicle 10k in a plan view when the connection body 1720 of the unmanned aerial vehicle 10k in the modification of embodiment 6 is seen from the front.

In fig. 45 a and c, the 2 nd connector 1720b is taken as an example. Fig. 45 b and d illustrate the rotation of the unmanned aircraft 10k from the state e of fig. 44. As shown in fig. 45 a and b, the unmanned aerial vehicle 10k rotates the side propeller after changing the posture of the side propeller, and thereby the unmanned aerial vehicle 10k rotates in the counterclockwise direction in the horizontal direction.

As shown in fig. 45 c and d, the unmanned aerial vehicle 10k is rotated in the counterclockwise direction, and at the same time, the drive control unit 12 is caused to control the actuator, and one motor 1731c corresponding to the 1 st hook 1721 of the 1 st link 1720a is driven, the 3 rd gear 1731d is rotated, and the one 1 st gear 1731a is rotated via the one 2 nd gear 1731 b. Accordingly, the 1 st hook 1721 of the 1 st connecting body 1720a is rotated, and the 1 st hook 1721 covers the 2 nd rail 7b from above. Then, the unmanned aerial vehicle 10k rotates in the counterclockwise direction, and at the same time, the drive control unit 12 controls the actuator to drive the other motor 1731c corresponding to the 2 nd hook 1722 of the 2 nd link 1720b, thereby rotating the 3 rd gear 1731d and rotating the other 1 st gear 1731a via the other 2 nd gear 1731 b. Accordingly, the 2 nd hook 1722 of the 2 nd connecting body 1720b is rotated, and the 2 nd hook 1722 covers the 2 nd guide rail 7b from above.

Fig. 46 is a front view illustrating a state in which the connecting body 1720 is connected to the 2 nd rail 7b when the connecting body 1720 of the unmanned aerial vehicle 10k according to the modification of embodiment 6 is seen from the front.

As shown in a and b of fig. 46, the unmanned aerial vehicle 10k rotates counterclockwise, and the longitudinal direction of the unmanned aerial vehicle 10k is substantially parallel to the longitudinal direction of the 2 nd rail 7b. I.e. the unmanned aerial vehicle 10k is rotated 90 ° from the state of e of fig. 44.

The unmanned aerial vehicle 10k drives the other motor 1731c corresponding to the 2 nd hook 1722 of the 1 st link 1720a by controlling the actuator by the drive control unit 12, rotates the 3 rd gear 1731d, and rotates the other 1 st gear 1731a via the other 2 nd gear 1731 b. Accordingly, as shown in fig. 46 c and d, the 2 nd hook 1722 of the 1 st connecting body 1720a is rotated, and the 2 nd hook 1722 covers the 2 nd rail 7b from above. The unmanned aerial vehicle 10k controls the actuator by the drive control unit 12, drives the one motor 1731c corresponding to the 1 st hook 1721 of the 2 nd link 1720b, rotates the 3 rd gear 1731d, and rotates the 1 st gear 1731a via the 2 nd gear 1731 b. Accordingly, the 1 st hook 1721 of the 2 nd connecting body 1720b rotates, and the 1 st hook 1721 covers the 2 nd guide rail 7b from above.

As shown in fig. 46 e, the drive control unit 12 further controls the actuators of the 1 st link 1720a and the 2 nd link 1720b, respectively, to rotate the 1 st hook 1721 and the 2 nd hook 1722. Accordingly, the 1 st hook 1721 and the 2 nd hook 1722 cover the rail 7 from vertically above the rail 7 and are pressed against the rail 7. At this time, the axial direction of the rotation shaft of the 1 st roller 1751a of each of the 1 st hook 1721 and the 2 nd hook 1722 is inclined at a predetermined angle with respect to the horizontal direction.

As shown in f and g of fig. 46, the unmanned aircraft 10k releases the connection between the 3 rd connector 1720c and the 1 st rail 7a, rotates the 3 rd connector 1720c by 90 °, and connects the 3 rd connector 1720c and the 2 nd rail 7b.

Then, the 1 st hook 1721 and the 2 nd hook 1722 are closed, and the 3 rd connecting body 1720c is brought into a closed state, and the 3 rd connecting body 1720c is connected to the 2 nd rail 7b.

Embodiment 7

[ constitution ]

Since the basic configuration of the 1 st thrust device 110a1 in the present embodiment is the same as that of the 1 st thrust device in embodiment 1 or the like, the 1 st thrust device in the present embodiment will be omitted as appropriate hereinafter. In this embodiment, the 1 st thrust device 110a1 is different from embodiment 1 and the like in that a1 st guide portion 1811 is provided.

Fig. 47 is an oblique view illustrating a mounting table 1890 of the system in embodiment 7. Fig. 48 is a perspective view illustrating how the 1 st thrust device 110a1 of the lifting system according to embodiment 7 recovers the cargo placed on the placement stage 1890. Fig. 49 is a side view illustrating how the 1 st thrust device 110a1 of the lifting system according to embodiment 7 recovers the cargo placed on the mounting table 1890.

As shown in fig. 47 and 48, the system in the present embodiment includes a mounting table 1890 and a lifting system.

The mounting table 1890 is a base for mounting a load to be sent or distributed by the lifting system. The mounting table 1890 has a bottom plate portion 1895 placed on a floor, a ground, or the like, and a cargo support portion 1894 formed on the top surface of the bottom plate portion 1895.

The cargo supporting portion 1894 is a convex portion protruding from the bottom plate portion 1895. Specifically, as shown in a of fig. 47, the cargo supporting portion 1894 is constituted by a plurality of plate portions erected from the top surface of the bottom plate portion 1895. The bottom plate portion 1895 is formed in a lattice shape when the cargo support portion 1894 is viewed from above. In addition, the cargo support portion 1894 may be formed in a strip shape when the cargo support portion 1894 is viewed from above. In the mounting table 1890, the cargo can be placed on the side surface of the plate-like cargo supporting portion 1894. That is, the side surface of the cargo supporting portion 1894 corresponds to the mounting surface.

In the mounting table 1890, since the cargo supporting portion 1894 has a lattice shape, a space for guiding the 1 st guide portion 1811 of the 1 st thrust device 110a1, that is, a space is formed between the cargo and the bottom plate portion 1895. The space is a retracted portion for avoiding contact with the 1 st guide portion 1811 when the 1 st guide portion 1811 changes its position.

In addition, as shown in b and c of fig. 47, the cargo supporting portions 1894a and 1894b may be columnar portions or cylindrical portions protruding with respect to the top surfaces of the bottom plate portions 1895a and 1895 b. Fig. 47 c of the present embodiment shows a columnar portion in which the bottom plate portion 1895a is columnar, and fig. 47 e shows a columnar portion in which the bottom plate portion 1895b is polyhedral, but the shape of the cargo supporting portions 1894a and 1894b is not limited as long as the cargo can be supported. The areas of the lower end surfaces of the cargos d and f in fig. 47 are larger than the mounting surfaces of the cargo supporting portions 1894a and 1894b that contact the lower end surfaces.

In addition, the shape of the cargo supporting portion 1894 may be any shape as long as a space capable of supporting the cargo by rotating the rotation supporting portion 1812 of the 1 st guide portion 1811 is formed between the lower end surface of the cargo and the bottom plate portion 1895. Accordingly, the shape of cargo support 1894 is not limited by fig. 47.

As shown in fig. 48, the 1 st thrust device 110a1 further has a pair of 1 st guide portions 1811.

The 1 st pair of guide portions 1811 has a1 st communication portion 1813 and a rotation support portion 1812, respectively.

The 1 st communication portion 1813 is formed in a rod shape elongated in the vertical direction, and is provided along the side surface of the 1 st support 111. The upper end of the 1 st communication portion 1813 is connected to a driving portion provided in the 1 st thrust device 110a1, and the lower end of the 1 st communication portion 1813 is connected to a rotation support portion 1812 provided in the 1 st thrust device 110a 1. The 1 st communication portion 1813 applies a force for rotating the rotation support portion 1812 by driving by the driving portion of the 1 st thrust device 110a 1. The 1 st communication portion 1813 is driven by the driving portion controlled by the thrust control portion 124 of the 1 st thrust device 110a1, so that a stress directed vertically upward and vertically downward is applied to the rotation support portion 1812, and the rotation support portion 1812 is rotated.

As shown in fig. 48 c and fig. 49 a and b, the rotation support portion 1812 is disposed at the lower end edge of the 1 st support 111 of the 1 st thrust device 110a1 and rotates about a predetermined axis. The rotation support portion 1812 is an elongated member formed in a substantially L-shape when viewed from the side. When the cargo is recovered, the rotation support portion 1812 rotates about a predetermined axis to support the lower end surface of the cargo so as to pick up the cargo from below. The rotation support portion 1812 is displaced between a support state in which the load can be supported and a non-support state in which the load is not supported by rotating relative to the support state.

Work

As shown in fig. 48 a and b, the 1 st thrust device 110a1 descends from the upper air of the load placed on the stage 1890, and positions the load. After the alignment, the 1 st thrust device starts to descend, and the cargo is inserted into the 1 st support 111.

As shown in fig. 48 c, the rotation support portion 1812 of the 1 st thrust device 110a1 is disposed between two adjacent cargo support portions 1894 in the mounting table 1890. At this time, the rotation support portion 1812 is guided by the adjacent two cargo support portions 1894, so that the posture of the 1 st support body 111 with respect to the cargo is adjusted.

The thrust control unit 124 of the 1 st thrust device 110a1 detects a position where the cargo is disposed so as to be recovered by the 1 st thrust device 110a 1. For example, when the 1 st thrust device 110a1 obtains information indicating contact with the mounting surface, the thrust control unit 124 controls the driving unit of the 1 st thrust device 110a1 to drive the pair of 1 st guide units 1811. Specifically, as shown in a and b of fig. 49, the pair of 1 st communication portions 1813 are driven by the driving portion to apply a force for rotating the pair of rotation support portions 1812 one by one. That is, the pair of 1 st communication portions 1813 applies a stress vertically downward to the pair of rotation support portions 1812, and rotates the pair of rotation support portions 1812 about a predetermined axis. The pair of rotation support portions 1812 rotate in the space between the two adjacent cargo support portions 1894 and the cargo, and support the cargo from both sides of the lower end surface of the cargo so as to pick up the cargo. Accordingly, the 1 st thrust device 110a1 supports the cargo.

As shown in fig. 49 c, the 1 st thrust device 110a1 recovers the cargo and ascends to the unmanned aerial vehicle.

(modification 1 of embodiment 7)

Since the basic configuration of the 1 st thrust device 110a2 in this modification is the same as that of the 1 st thrust device in embodiment 7 or the like, the description of the basic configuration of the 1 st thrust device 110a2 in this modification will be omitted as appropriate. In this modification, the shape of the mounting table 1880 of the system is different from that of embodiment 7 and the like. In the present modification, the 1 st thrust device 110a2 is provided with a2 nd guide portion 1821, which is different from embodiment 7 and the like.

Fig. 50 is a perspective view illustrating a stage 1880 and a plan view of the stage 1880 of the system according to a modification of embodiment 7. Fig. 50 a shows the state where the load is placed on the mounting table 1880, and fig. 50 b shows the state where the mounting table 1880 is seen from vertically above.

As shown in a and b of fig. 50, the cargo supporting portion 1894 is a convex portion that protrudes with respect to the bottom plate portion 1895. The cargo support 1894 is formed such that a central portion thereof is sized to support the placed cargo, and a planar placement surface 1882 on which the cargo can be placed is formed on the top surface of the cargo support 1894. As shown in b of fig. 50, the cargo support 1894 has an "X" shape in a plan view. The cargo support portion 1894 is formed with a 1 st notch portion 1883 and a2 nd notch portion 1881 for guiding the 1 st guide portion 1811 and the 2 nd guide portion 1821 of the 1 st thrust device 110a 2.

The 1 st notch portion 1883 corresponds to the 1 st guide portion 1811. The 1 st notch 1883 is a space for avoiding contact with the 1 st guide 1811 when the 1 st guide 1811 is displaced. The number of 1 st notch portions 1883 corresponds one-to-one to the number of 1 st guide portions 1811. In the present embodiment, two 1 st notch portions 1883 are formed in the cargo supporting portion 1894.

The 2 nd notch 1881 corresponds to the 2 nd guide 1821. The 2 nd notch 1881 is a space for avoiding contact with the 2 nd guide 1821 when the 2 nd guide 1821 is displaced. The number of the 2 nd notch portions 1881 corresponds to the number of the 2 nd guide portions 1821 one by one. In the present embodiment, two 2 nd notch portions 1881 are formed in the cargo supporting portion 1894. The inner surface 1881a of the 2 nd notch portion 1881 has a tapered spindle shape or a truncated cone shape which gradually narrows as it approaches the central portion of the cargo supporting portion 1894. The front end (central portion of the cargo support portion 1894) of the inner surface 1881a of the 2 nd notch portion 1881 is shaped to correspond to the shape of the slide guide portion 1821b2 so that the slide guide portion 1821b2 described later can be disposed.

Fig. 51 is a perspective view illustrating a state in which a mounting table 1880 of the system in modification 1 of embodiment 7 is deformed. Fig. 51 a shows the 1 st state when the cargo is placed on the table 1880, and fig. 51 b shows the 2 nd state when the cargo is not placed (not used) on the table 1880.

The mounting table 1880 further includes a plurality of movable bottom plates 1881b, 1883b for filling the 1 st notch 1883 and the 2 nd notch 1881. When the state is shifted from the 1 st state to the 2 nd state, each of the plurality of movable bottom plates 1881b, 1883b is raised to fill the 1 st notch 1883 and the 2 nd notch 1881. Each of the plurality of movable bottom plates 1881b, 1883b is accommodated in the bottom plate portion 1895.

Such a mounting table 1880 may have a gravity sensor, a pressurization sensor, or the like when the cargo is collected. That is, when the load is placed on the placement surface 1882 of the placement table 1880, the weight of the load is detected, and the movable bottom plates 1881b, 1883b are lowered, so that the placement table 1880 is changed from the 2 nd state to the 1 st state.

In the case of delivering the cargo, the mounting table 1880 may detect the unmanned aerial vehicle or the 1 st thrust device 110a2 stopped above the mounting table 1880, and when this is detected, the movable bottom plates 1881b, 1883b may be lowered, and the mounting table 1880 may be changed from the 2 nd state to the 1 st state. The stage 1880 may be changed from the 2 nd state to the 1 st state by obtaining a signal from the unmanned aircraft or the 1 st thrust device 110a 2.

Fig. 52 is an oblique view illustrating how the 1 st thrust device 110a2 of the lifting system according to modification 1 of embodiment 7 recovers the load placed on the mounting table 1880. Fig. 53 is an oblique view illustrating how the 1 st thrust device 110a2 of the lifting system according to modification 1 of embodiment 7 recovers the load placed on the mounting table 1880. Fig. 54 is an oblique view illustrating the operation of the 2 nd guide 1821 of the 1 st thrust device 110a2 of the lifting system in modification 1 of embodiment 7.

As shown in fig. 52 and 53, the 1 st thrust device 110a2 further includes a pair of 2 nd guide portions 1821.

Each of the pair of 2 nd guide portions 1821 has a2 nd communication portion 1821a and a sliding portion 1821b.

The 2 nd communication portion 1821a is a rod-like member extending in the vertical direction, and an upper end of the 2 nd communication portion 1821a provided along the side surface of the 1 st support 111 is coupled to the driving portion provided in the 1 st thrust device 110a2, and a lower end of the 2 nd communication portion 1821a is coupled to the slide body portion 1821b1 provided in the slide portion 1821b of the 1 st thrust device 110a 2. The 2 nd communication portion 1821a is driven by the driving portion of the 1 st thrust device 110a2, and transmits a force for moving the sliding portion 1821b to the sliding body portion 1821b1.

As shown in b of fig. 52 and a and b of fig. 53, a pair of sliding portions 1821b are disposed at the lower end edge of the 1 st support 111 of the 1 st thrust device 110a2, and the sliding guide portions 1821b2 are moved so as to sandwich the cargo.

Specifically, each of the pair of sliding portions 1821b has a sliding body portion 1821b1 and a sliding guide portion 1821b2.

The slide body 1821b1 is an actuator, and is fixed to the lower end edge of the 1 st support 111, so that the slide guide 1821b2 moves in the horizontal direction.

The slide guide portion 1821b2 is an upright plate-like member, and is movable along the lower end surface of the slide body portion 1821b1 by the slide body portion 1821b 1. The slide guide portion 1821b2 is supported by the slide body portion 1821b1 in a posture of standing vertically downward with respect to the plate-like slide body portion 1821b1 substantially parallel to the horizontal direction. The pair of slide guides 1821b2 approach the load so as to sandwich the load from both sides by the slide body 1821b1, thereby correcting the posture of the 1 st support 111 with respect to the load placed on the stage 1880. When the cargo is separated from the 1 st support 111, the sliding guide portion 1821b2 can be moved away from the cargo in a sliding manner by the sliding body portion 1821b 1.

Work

As shown in fig. 52 a and b, the 1 st thrust device 110a2 descends from the upper space of the load placed on the mounting table 1880, and is aligned with the load. After the aligned position, the 1 st thrust device 110a2 is lowered to insert the cargo into the inside of the 1 st support 111.

As shown in fig. 52 b and c, the 1 st thrust device 110a2 further fine-adjusts the position with respect to the cargo. Fig. 52 c shows a top view of the 1 st thrust device 110a2 and the cargo. In fig. 52 c, it is determined that the longitudinal direction of the 1 st thrust device 110a2 is offset from the longitudinal direction of the cargo by a predetermined angle.

The thrust control unit 124 of the 1 st thrust device 110a2 detects that the cargo is disposed at a position where the cargo can be recovered by the 1 st thrust device 110a 2. For example, when information indicating that the 1 st thrust device 110a2 is in contact with the mounting surface 1882 is obtained, the thrust control unit 124 controls the driving unit of the 1 st thrust device 110a2 to move the sliding unit 1821b of the pair of 2 nd guide units 1821 as shown in a and b of fig. 54. Accordingly, the pair of slide guides 1821b2 pass through the slide body 1821b1 to approach the cargo so as to sandwich the cargo from both sides. At this time, the pair of slide guides 1821b2 slide over the inner surfaces 1881a (side surfaces) of the pair of 2 nd notch portions 1881 formed in the mounting table 1880 to approach the load. Accordingly, as shown in d and e of fig. 52, the posture of the 1 st support 111 with respect to the cargo is adjusted. Fig. 52 e shows a top view of the 1 st thrust device 110a2 and the cargo. In fig. 52 e, it is determined that the longitudinal direction of the 1 st thrust device 110a2 is substantially parallel to the longitudinal direction of the cargo. Accordingly, in the 1 st thrust device 110a2, since the pair of 1 st guide portions 1811 can appropriately support the cargo, the cargo can be safely distributed.

The thrust control unit 124 of the 1 st thrust device 110a2 detects that the cargo is disposed at a position where the cargo can be recovered by the 1 st thrust device 110a 2. For example, when information indicating that the 1 st thrust device 110a2 is in contact with the mounting surface 1882 is obtained, the thrust control unit 124 controls the driving unit of the 1 st thrust device 110a2 to drive the pair of 1 st guide portions 1811. Specifically, as shown in a of fig. 53, the pair of 1 st communication portions 1813 are driven by the driving portion, and a force for rotating the pair of rotation support portions 1812 one by one is applied. That is, the pair of 1 st communication portions 1813 apply a stress vertically downward to the pair of rotation support portions 1812, so that the pair of rotation support portions 1812 rotate about a predetermined axis. The pair of rotation support portions 1812 rotate in the space between the adjacent two cargo support portions 1894 and the cargo, thereby holding the cargo from both sides of the lower end surface of the cargo so as to pick up the cargo. Accordingly, the 1 st thrust device 110a2 supports the cargo.

As shown in b of fig. 53, the 1 st thrust device 110a2 recovers the cargo and ascends toward the unmanned aerial vehicle.

(modification 2 of embodiment 7)

[ constitution ]

Since the basic configuration of the 1 st thrust device 110a3 in this modification is the same as that of the 1 st thrust device in modification 1 or the like of embodiment 7, the description of the basic configuration of the 1 st thrust device 110a3 in this modification will be omitted as appropriate. The present modification differs from modification 1 and the like of embodiment 7 in the configuration of the 2 nd guide portion 1823.

Fig. 55 is an oblique view illustrating the operation of the 2 nd guide portion 1823 of the 1 st thrust device 110a3 of the lifting system in modification 2 of embodiment 7. Fig. 55 a shows a state where the plurality of slide guides 1823b2 are connected to each other and are elongated, and a state where they are separated from the cargo, fig. 55 b shows a state where the plurality of slide guides 1823b2 are connected to each other and are elongated, and a state where they are close to the cargo, and fig. 55 c shows a state where the plurality of slide guides 1823b2 are gathered together.

Each of the pair of sliding portions 1823b has a sliding body portion 1823b1 and a plurality of sliding guide portions 1823b2.

As shown in a and c of fig. 55, when the 1 st support 111 approaches directly above the load, the slide body portion 1823b1 aligns the plurality of slide guide portions 1823b2 so that the plurality of slide guide portions 1823b2 are connected in a vertical direction and aligned. As shown in b of fig. 55, the pair of slide body portions 1823b1 move the plurality of slide guide portions 1823b2 to sandwich the cargo from both sides, thereby approaching the plurality of slide guide portions 1823b2 to the cargo. At this time, the slide guide portion 1823b2 located at the lowermost end of the plurality of slide guide portions 1823b2 is disposed in the space of the 2 nd notch portion 1881 of the mounting table 1880, and thus can properly support the posture of the 1 st support 111 with respect to the load.

Work

Fig. 56 is an oblique view illustrating how the 1 st thrust device 110a3 of the lifting system according to modification 2 of embodiment 7 recovers the load placed on the mounting table 1880.

As shown in fig. 56 a and b, the 1 st thrust device 110a3 descends from the upper air of the load placed on the mounting table 1880, and performs positional alignment with respect to the load. After the alignment, the 1 st thrust device 110a3 is lowered to insert the cargo into the 1 st support 111.

As shown in b and c of fig. 56, the 1 st thrust device 110a3 performs fine adjustment of the position with respect to the cargo. Fig. 56 c shows a top view of the 1 st thrust device 110a3 and the cargo. In fig. 56 c, it is determined that the longitudinal direction of the 1 st thrust device 110a3 is offset from the longitudinal direction of the cargo by a predetermined angle.

The thrust control unit 124 of the 1 st thrust device 110a3 detects that the cargo is disposed at a position where the cargo can be recovered by the 1 st thrust device 110a 3. For example, when information indicating that the 1 st thrust device 110a3 is in contact with the mounting surface 1882 is obtained, the thrust control unit 124 controls the driving unit of the 1 st thrust device 110a3 to move the sliding unit 1823b of the pair of 2 nd guide units 1823 as shown in e and d of fig. 56. Accordingly, the pair of the plurality of slide guides 1823b2 pass through the slide body 1823b1 to approach the cargo so as to sandwich the cargo from both sides. At this time, a pair of slide guides 1823b2 positioned at the lowermost ends of the plurality of slide guides 1823b2 slides over inner surfaces 1881a (side surfaces) of a pair of 2 nd notch portions 1881 formed in the mounting table 1880 to approach the load. Accordingly, as shown in e of fig. 56, the posture of the 1 st support 111 with respect to the cargo is adjusted. Fig. 56 e shows a top view of the 1 st thrust device 110a3 and the cargo. In fig. 56 e, it is determined that the longitudinal direction of the 1 st thrust device 110a3 is substantially parallel to the longitudinal direction of the cargo. Accordingly, in the 1 st thrust device 110a3, the pair of 1 st guide portions 1811 can appropriately support the cargo, and thus the cargo can be safely distributed.

Fig. 57 is an oblique view illustrating how the 1 st thrust device 110a3 of the lifting system according to modification 2 of embodiment 7 recovers the load placed on the mounting table 1880.

As shown in a of fig. 57, the 1 st thrust device 110a3 descends, and the slide main body portion 1823b1 folds the plurality of slide guide portions 1823b2 to be gathered together. The thrust control unit 124 of the 1 st thrust device 110a3 detects that the cargo is disposed at a position where the cargo can be recovered by the 1 st thrust device 110a 3. For example, when information indicating that the 1 st thrust device 110a3 is in contact with the mounting surface 1882 is obtained, the thrust control unit 124 controls the driving unit of the 1 st thrust device 110a3 to drive the pair of 1 st guide portions 1811. Specifically, the pair of interlocking portions are driven by the driving portion, thereby applying a force for rotating the pair of rotation support portions 1812 one to one. That is, the pair of interlocking parts apply a stress vertically downward to the pair of rotation support parts 1812, thereby rotating the pair of rotation support parts 1812 about a predetermined axis. The pair of rotation support portions 1812 support the cargo from both sides of the lower end surface of the cargo in a scooping manner by rotating in the space between the adjacent two cargo support portions 1894 and the cargo. Accordingly, the 1 st thrust device 110a3 supports the cargo.

As shown in b of fig. 57, the 1 st thrust device 110a3 recovers the cargo and ascends toward the unmanned aerial vehicle.

Embodiment 8

[ constitution ]

Since the basic configuration of the unmanned aerial vehicle 10m in the present embodiment is the same as that of the unmanned aerial vehicle in embodiment 5 or the like, the description of the basic configuration of the unmanned aerial vehicle 10m in the present embodiment will be omitted as appropriate.

Fig. 58A is a schematic diagram illustrating the unmanned aerial vehicle 10m according to embodiment 8. Fig. 58B is a schematic diagram illustrating the 1 st projection plane, the 2 nd projection plane, and the like of the unmanned aerial vehicle 10m according to embodiment 8.

As shown in fig. 58A and 58B, the 1 st length N1 in the 1 st direction of the body 1912 is longer than the 2 nd length N2 in the 2 nd direction substantially orthogonal to the 1 st direction. The 1 st direction is a direction parallel to the direction in which the unmanned aerial vehicle 10m travels. In the present embodiment, the 1 st direction is a direction parallel to the longitudinal direction of the 1 st rail 7a when the unmanned aircraft 10m moves along the 1 st rail 7 a. Therefore, the body 1912 is elongated in the longitudinal direction of the 1 st rail 7 a. The body 1912 is an example of a body.

Since the body 1912 is elongated in a direction substantially parallel to the 1 st direction, the 1 st area of the 1 st smallest rectangle in the 1 st projection plane indicated by the dot shadow obtained by projecting the unmanned aerial vehicle 10m on the 1 st plane having the 1 st direction as the normal vector is smaller than the 2 nd area of the 2 nd smallest rectangle in the 2 nd projection plane, and the 2 nd projection plane is a portion indicated by the dot shadow obtained by projecting the unmanned aerial vehicle 10m on the 2 nd plane, and the 2 nd plane is a plane having the 2 nd direction as the normal vector. That is, since the thickness of the body main body 1912 is unchanged in both the 1 st plane and the 2 nd plane, when the length of the unmanned aerial vehicle 10m projected onto the 1 st plane in the width direction is shorter than the length of the unmanned aerial vehicle 10m projected onto the 2 nd plane in the moving direction, the 1 st area is smaller than the 2 nd area.

The unmanned aerial vehicle 10m further includes: a plurality of propellers 22, a plurality of 1 st propeller drive motors 23, at least one side propeller 22a1, at least one 3 rd propeller drive motor 22a3, a control processing unit 11, at least one connector, and a connector support 1970.

The plurality of propellers 22 lie in a virtual plane parallel to the 1 st and 2 nd directions. The plurality of propellers 22 includes: a 1 st propeller 22, a 2 nd propeller 22 adjacent to the 1 st propeller 22 in the 2 nd direction, a 3 rd propeller 22 adjacent to the 1 st propeller 22 in the 1 st direction, and a 4 th propeller 22 adjacent to the 2 nd propeller 22 in the 1 st direction and adjacent to the 3 rd propeller 22 in the 2 nd direction. For example, the 1 st propeller 22 and the 2 nd propeller 22 are two propellers 22 disposed at the front end of the body main body 1912. The 3 rd propeller and the 4 th propeller 22 are two propellers 22 disposed at the rear end of the body main body 1912. Further, since the body main body 1912 is elongated in a direction substantially parallel to the 1 st direction, the 1 st interval between the 1 st propeller 22 and the 2 nd propeller 22 is narrower than the 2 nd interval between the 1 st propeller 22 and the 3 rd propeller. The propeller 22 is an example of a main rotor.

The 1 st propeller drive motor 23 is mounted on the main body 1912, and rotates the plurality of propellers 22. The 1 st propeller drive motor 23 is an example of a main motor.

The at least one connector is capable of hanging on at least one rail located remotely from the ground. The unmanned aerial vehicle 10m of the present embodiment has three connectors provided in the body main body 1912. The three connectors are the same as the 1 st connector 1720a, the 2 nd connector 1720b, and the 3 rd connector 1720c of embodiment 6 or the like, and other connectors of other embodiments may be used. The three connectors are arranged side by side along the longitudinal direction of the guide rail. The 1 st connecting body 1720a is located on the 1 st direction side with respect to the center of the body main body 1912. The 2 nd connector 1720b is located on the opposite side of the 1 st direction from the center of the body main body 1912. The 3 rd connector 1720c is located between the 1 st connector 1720a and the 2 nd connector 1720b, and is located near the center of the body main body 1912. In the present embodiment, the 3 rd connector 1720c is located further to the rear end than the center point O (center) of the body main body 1912. That is, in the present embodiment, the 3 rd connector 1720c is not located at the center point O, but may be located at the center point O.

A connector is an example of a connector. Further, the 1 st connector 1720a is an example of the 1 st connector, the 2 nd connector 1720b is an example of the 2 nd connector, and the 3 rd connector 1720c is an example of the 3 rd connector.

The 1 st connector 1720a, the 2 nd connector 1720b, and the 3 rd connector 1720c have a1 st hook 1721 and a2 nd hook 1722. Hook 1 is an example of arm 1, and hook 2 is an example of arm 2.

At least one 3 rd propeller drive motor 22a3 is mounted on the body 1912, and rotates at least one side propeller. In the present embodiment, the 3 rd propeller drive motor 22a3 is disposed on the side surfaces of the front end and the rear end of the body main body 1912. Accordingly, the 3 rd propeller drive motor 22a3 at the front end rotates the side propeller 22a2 at the front end. The side propeller 22a2 at the front end is disposed at a position corresponding to the side propeller 22a1 at the rear end in the 1 st direction, and is a propeller for rotating the body main body 1912. The side propeller 22a2 changes the direction of travel of the unmanned aerial vehicle 10m by thrust. In order to drive the body main body 1912 in the 1 st direction, the 3 rd propeller drive motor 22a3 at the rear end extends in the 1 st direction, and the rotation shaft 22a4 of the 3 rd propeller drive motor 22a3 rotates the side propeller 22a1 at the rear end. As shown in fig. 8, at least the rotation axis 22a4 of the 3 rd propeller drive motor 22a3 at the tip end has a variable inclination angle with respect to the 1 st direction in a plane having the 2 nd direction as a normal vector. The 3 rd propeller drive motor 22a3 at the rear end is an example of a sub motor. Side screw 22a1 is an example of a secondary rotor. In addition, the side propeller 22a2 may be an example of a sub rotor, and in this case, the 3 rd propeller drive motor 22a3 at the front end may be an example of a sub motor.

At least one side propeller applies thrust to push the body 1912 in the 1 st direction. In the present embodiment, the side propeller is a rear side propeller 22a1 which is a propeller disposed at the rear end of the body 1912. The side propeller 22a1 is rotated by a3 rd propeller drive motor 22a3 at the rear end. The side propeller 22a2 at the distal end may apply a thrust force for pushing the body 1912 in the 1 st direction.

The control processing unit 11 controls the respective components of the body 1912. For example, the control processor 11 controls the plurality of 1 st propeller drive motors 23 and at least one 3 rd propeller drive motor 22a 3. The control processing unit 11 also controls driving of the 1 st link 1720a, the 2 nd link 1720b, the 3 rd link 1720c, and the like. The control processing unit 11 is an example of a control circuit.

When the unmanned aircraft 10m transfers (switches connection) from the 1 st track 7a to the 2 nd track 7b at the intersection where the 1 st track 7a and the 2 nd track 7b intersect, the control processing unit 11 determines whether or not the 1 st link 1720a approaches the 2 nd track 7b. That is, the control processing unit 11 determines whether or not the distance between the 2 nd rail 7b and the 1 st link 1720a is smaller than a predetermined distance.

When the control processing unit 11 determines that the 1 st link 1720a approaches the 2 nd rail 7b, the 1 st link 1720a is separated from the 1 st rail 7a, and the side propeller 22a2 is rotated, whereby the unmanned aircraft 10m is pushed in the 1 st direction. That is, when the distance between the 2 nd rail 7b and the 1 st link 1720a is smaller than the predetermined distance, the control processing unit 11 opens the 1 st link 1720a, separates the 1 st link 1720a from the 1 st rail 7a, and controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a1 to advance the unmanned aircraft 10 m.

The control processing unit 11 determines whether or not the 1 st link 1720a passes through the 2 nd rail 7b, and when it is determined that the 1 st link 1720a passes through the 2 nd rail 7b, the 2 nd link 1720b is detached from the 1 st rail 7a, the unmanned aerial vehicle 10m is rotated so that the 1 st direction of the unmanned aerial vehicle 10m is parallel to the 2 nd rail 7b, and after the unmanned aerial vehicle 10m is rotated, the 1 st link 1720a and the 2 nd link 1720b are connected to the 2 nd rail 7b. That is, when it is determined that the 1 st link 1720a passes under the 2 nd rail 7b vertically, the control processing unit 11 opens the 1 st link 1720a and the 2 nd link 1720b after passing under the 2 nd rail 7b vertically, separates from the 1 st rail 7a, rotates the body main body 1912, and connects the 1 st link 1720a and the 2 nd link 1720b to the 2 nd rail 7b.

When determining that the 1 st link 1720a has passed through the 2 nd rail 7b, the control processing unit 11 connects the 1 st link 1720a to the 1 st rail 7a, and determines whether or not the unmanned aerial vehicle 10m has balanced the center of gravity. That is, the control processing unit 11 determines whether or not there is a problem in the center of gravity balance (posture) of the body main body 1912 when the 1 st link 1720a passes through the 2 nd rail 7b.

When it is determined that the unmanned aerial vehicle 10m has balanced the center of gravity, the control processing unit 11 separates the 1 st link 1720a and the 2 nd link 1720b from the 1 st rail 7a, rotates the unmanned aerial vehicle 10m so that the 1 st direction of the unmanned aerial vehicle 10m becomes parallel to the 2 nd rail 7b, and connects the 1 st link 1720a and the 2 nd link 1720b to the 2 nd rail 7b after the unmanned aerial vehicle 10m rotates. That is, when there is no problem in the center of gravity balance (posture) of the body main body 1912, the control processing unit 11 opens the 1 st link 1720a and the 2 nd link 1720b to be separated from the 1 st rail 7a, rotates the body main body 1912, and then connects the 1 st link 1720a and the 2 nd link 1720b to the 2 nd rail 7b.

Fig. 59 is a schematic view illustrating the link support 1970 and the ratchet 1975 of the unmanned aircraft 10m according to embodiment 8, and a sectional view of the link support 1970 and the ratchet 1975.

In the unmanned aerial vehicle 10m of the present embodiment, as shown in fig. 59, the side propeller 22a2 at the front end of the body main body 1912 applies stress for rotating the 2 nd fixing portion 1972 (rotating the body main body 1912) to the 1 st fixing portion 1971. The side propeller 22a1 at the rear end of the body 1912 applies stress for advancing the body 1912. The side propellers 22a1 at the front and rear ends of the body 1912 may apply stress for rotating the body 1912 or stress for advancing the body 1912.

The connector support 1970 is disposed between the 3 rd connector 1720c and the body main body 1912. The connector support portion 1970 includes: the 1 st fixing portion 1971, the 2 nd fixing portion 1972, a plurality of rollers, a ratchet 1975, and tension springs 1919a and 1919b. The 1 st fixing portion 1971 and the 2 nd fixing portion 1972 are arranged so as to overlap in this order.

The 3 rd connector 1720c is fixed to the 1 st fixing portion 1971. Specifically, the 1 st fixing portion 1971 is a flat plate-like member to which the 3 rd connecting body 1720c is fixed to the upper surface thereof, and is disposed at a position away from the body main body 1912. The 1 st fixing portion 1971 rotates about an axis (about the center point O) parallel to the vertical direction with respect to the body main body 1912 and the 2 nd fixing portion 1972. The 1 st fixing portion 1971 is an example of a turntable.

The 2 nd fixing portion 1972 is fixed to the body main body 1912 so as to overlap with the 1 st fixing portion 1971. The 2 nd fixing portion 1972 is a flat plate-like member fixed to the body 1912. The 2 nd fixing portion 1972 is an example of a turntable.

An engagement hole 1972a is formed in a central portion of the 2 nd fixing portion 1972. Part or all of the 1 st fixing portion 1971 is disposed in the engagement hole 1972a of the 2 nd fixing portion 1972. The engagement holes 1972a of the 1 st fixing portion 1971 and the 2 nd fixing portion 1972 are circular in plan view. Since the outer surface of the 1 st fixing portion 1971 and the inner surface of the engagement hole 1972a of the 2 nd fixing portion 1972 are separated from each other by a predetermined distance, the 1 st fixing portion 1971 and the engagement hole 1972a of the 2 nd fixing portion 1972 can rotate with respect to the engagement hole 1972a of the 2 nd fixing portion 1972. The center axis (center point O) of the 1 st fixing portion 1971 substantially coincides with the center axis of the engagement hole 1972a of the 2 nd fixing portion 1972.

In addition, a recess may be formed in the central portion of the 2 nd fixing portion 1972, instead of the through hole as the engagement hole 1972a, a through hole or a recess for engagement with the 1 st fixing portion 1971 may be formed.

Further, annular grooves may be formed in the central portions of the 1 st fixing portion 1971 and the 2 nd fixing portion 1972. The annular groove is formed on the inner peripheral side or the outer peripheral side of the engagement hole 1972a of the 1 st fixing portion 1971 and the 2 nd fixing portion 1972. The plurality of rollers may be arranged along annular grooves formed in the central portions of the 1 st fixing portion 1971 and the 2 nd fixing portion 1972, respectively. The plurality of rollers are sandwiched between the 1 st fixing portion 1971 and the 2 nd fixing portion 1972, so that the 2 nd fixing portion 1972 can rotate with respect to the 1 st fixing portion 1971 like a bearing.

A convex rotation stopper 1971b protruding toward the 2 nd fixing portion 1972 is formed on the outer peripheral side surface of the 1 st fixing portion 1971. Further, two convex rotation stopper portions 1972b protruding toward the 1 st fixing portion 1971 are formed on the inner peripheral side surface of the engagement hole 1972a of the 2 nd fixing portion 1972. The two rotation stopping portions 1972b of the engagement hole 1972a of the 2 nd fixing portion 1972 are arranged to be point-symmetrical with respect to the center axis of the engagement hole 1972a of the 2 nd fixing portion 1972.

Further, not limited to the present embodiment, two or more rotation stopping portions 1971b may be formed in the 1 st fixing portion 1971, or one or three or more rotation stopping portions 1972b may be formed in the 2 nd fixing portion 1972.

The 2 nd fixing portion 1972 is rotatable about the central axis of the engagement hole 1972a, and the rotation of the 2 nd fixing portion 1972 is restricted by the contact of the rotation stopping portion 1972b of the 2 nd fixing portion 1972 with the rotation stopping portion 1971b of the 1 st fixing portion 1971. That is, the 2 nd fixing portion 1972 can be adjusted to be rotated by a predetermined angle with respect to the 1 st fixing portion 1971.

Further, an engaging portion 1971c for engaging with the ratchet 1975 is formed in the 1 st fixing portion 1971. The engaging portion 1971c is a concave portion for engaging with the convex portion of the ratchet 1975, but may be a convex portion. The engagement portion 1971c is formed on the top surface of the 1 st fixing portion 1971 for disposing the 3 rd connecting body 1720c, but may be formed on the outer peripheral surface of the 1 st fixing portion 1971. In this case, the ratchet 1975 may be fixed to the 2 nd fixing portion 1972 so as to be capable of being pressed along the outer peripheral surface of the 1 st fixing portion 1971. In this case, the engaging portion 1971c may be formed on the outer peripheral surface of the 1 st fixing portion 1971.

Ratchet 1975 is fixed to the 2 nd fixing portion 1972. Specifically, the ratchet 1975 includes a leaf spring 1975a, an engaged portion 1975b, and a fixed connection portion 1975c. The leaf spring 1975a is elongated, and is disposed from the 2 nd fixing portion 1972 to the 1 st fixing portion 1971. The leaf spring 1975a is fixed to the 2 nd fixing portion 1972 by a fixing coupling portion 1975c so that one end thereof is pressed against the upper surface of the 1 st fixing portion 1971. The engaged portion 1975b is engaged with the engaging portion 1971c formed in the 1 st fixing portion 1971 by the urging force of the 1 st fixing portion 1971. The engaged portion 1975b is fixed to one end of the leaf spring 1975a, and is a convex portion protruding toward the upper surface of the 1 st fixing portion 1971. If the engaging portion 1971c of the 1 st fixing portion 1971 is convex, the engaged portion 1975b may be a concave portion recessed away from the upper surface of the 1 st fixing portion 1971. In the present embodiment, the engaged portion 1975b has the shape of an isosceles triangle, but may have the shape of a right triangle, a cylinder, or a prism. In the present embodiment, an inclined surface is formed in the engaged portion 1975 b. The inclined surface is a surface which can press one end of the ratchet 1975 upward when the 2 nd fixing portion 1972 rotates relative to the 1 st fixing portion 1971, and is inclined relative to a plane orthogonal to the circumferential direction in which the 2 nd fixing portion 1972 rotates. The surface of the engaged portion 1975b opposite to the surface formed as the inclined surface may be a surface substantially parallel to the direction (the 2 nd direction) orthogonal to the longitudinal direction of the leaf spring 1975 a. The fixing coupling portion 1975c is a screw, a bolt, or the like that fixedly couples the leaf spring 1975a to the 2 nd fixing portion 1972.

When the 2 nd fixing portion 1972 rotates relative to the 1 st fixing portion 1971 when the engaged portion 1975b of the ratchet 1975 is engaged with the engaging portion 1971c of the 1 st fixing portion 1971, the engaging portion 1971c of the 1 st fixing portion 1971 slides to the inclined surface of the engaged portion 1975b of the ratchet 1975 due to the rotational force of the 2 nd fixing portion 1972. When the rotational force of the 2 nd fixing portion 1972 exceeds the urging force of the plate spring 1975a of the ratchet 1975, the engaged portion 1975b of the ratchet 1975 is separated from the engaging portion 1971c of the 1 st fixing portion 1971, and the engagement of the engaged portion 1975b of the ratchet 1975 with the engaging portion 1971c of the 1 st fixing portion 1971 is released. At this time, the tip of the engaged portion 1975b of the ratchet 1975 slides on the upper surface of the 1 st fixing portion 1971.

The extension springs 1919a and 1919b connect the 1 st fixing portion 1971 and the body main body 1912 (or the 2 nd fixing portion 1972). In the present embodiment, the 1 st fixing portion 1971 and the body main body 1912 are connected to each of the two extension springs 1919a and 1919 b. Specifically, one end of one tension spring 1919a (hereinafter, the tension spring 1919a at the front end) is connected to the front end of the 1 st fixing portion 1971, and the other end of the tension spring 1919a is connected to the front end of the body main body 1912. One end of the other extension spring 1919b (hereinafter, the extension spring at the rear end) is connected to the rear end of the 1 st fixing portion 1971, and the other end of the extension spring 1919b is connected to the rear end of the body 1912.

When the 2 nd fixing portion 1972 rotates clockwise (the body 1912 rotates) with respect to the 1 st fixing portion 1971 in a plan view of the unmanned aerial vehicle 10m, the distance increases by separating one end of the front end tension spring 1919a from the connection point of the 1 st fixing portion 1971 and the other end of the front end tension spring 1919a from the connection point of the body 1912. Accordingly, the tension spring 1919a at the front end is stretched. Further, the distance decreases by approaching the connection point between one end of the rear extension spring 1919b and the 1 st fixing portion 1971 and the connection point between the other end of the rear extension spring 1919b and the body main body 1912. Accordingly, the tension spring 1919a at the front end shortens.

When the 2 nd fixing portion 1972 is rotated counterclockwise (the body 1912 is rotated) with respect to the 1 st fixing portion 1971 in a plan view of the unmanned aerial vehicle 10m, the distance between the connection point of the one end of the tension spring 1919a at the front end and the 1 st fixing portion 1971 and the connection point of the other end of the tension spring 1919a at the front end and the body 1912 is reduced. Accordingly, the tension spring 1919a at the front end shortens. Further, the distance increases by the distance between the connection point of one end of the rear extension spring 1919b with the 1 st fixing portion 1971 and the connection point of the other end of the rear extension spring 1919b with the body main body 1912. Accordingly, the tension spring 1919b at the rear end is stretched.

Working example 1

First, fig. 60 and 61 illustrate a case where the unmanned aircraft 10m changes the route from the 1 st track 7a to the 2 nd track 7 b.

Fig. 60 is a flowchart illustrating an operation when the 1 st link 1720a of the unmanned aircraft 10m in embodiment 8 passes through the 2 nd rail 7 b. Fig. 61 is a schematic diagram illustrating the operation of the unmanned aerial vehicle 10m in fig. 60. Fig. 61 shows an example in which the unmanned aerial vehicle 10m according to embodiment 8 is connected from the 1 st rail 7a to the 2 nd rail 7 b.

The unmanned aerial vehicle 10m travels along the 1 st guide rail 7a by rotating the side propeller 22a1 (S1901). The control processing unit 11 determines whether or not the distance between the 2 nd rail 7b and the 1 st connecting body 1720a is smaller than a predetermined distance (S1902). When the distance between the 2 nd rail 7b and the 1 st connecting body 1720a is equal to or greater than the predetermined distance (no in S1902), the control processing unit 11 returns to step S1901.

When the distance between the 2 nd rail 7b and the 1 st link 1720a is smaller than the predetermined distance (yes in S1902), the control processing unit 11 rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 1 st link 1720a to open the 1 st link 1720a because the 1 st link 1720a is in a state of being close to the 2 nd rail 7 b. At this time, the control processing unit 11 controls the 3 rd propeller drive motor 22a3 for rotating the side propeller 22a1, thereby stopping the rotation of the side propeller 22a1 (S1903). Accordingly, the unmanned aerial vehicle 10m stops traveling.

In order not to bring the 1 st link 1720a in the open state into contact with the 2 nd rail 7b, the control processing unit 11 determines whether the 1 st link 1720a is located vertically below the 2 nd rail 7 b. That is, the control processing unit 11 determines whether or not the 1 st hook 1721 and the 2 nd hook 1722 of the 1 st connecting body 1720a are in contact with the 2 nd rail 7b (S1904).

When the 1 st hook 1721 and the 2 nd hook 1722 of the 1 st connecting body 1720a are in contact with the 2 nd rail 7b (yes in S1904), the control processing unit 11 returns the process to step S1903. When the 1 st hook 1721 and the 2 nd hook 1722 of the 1 st link 1720a do not contact the 2 nd rail 7b (no in S1904), the control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a1 (S1905). Accordingly, the unmanned aerial vehicle 10m advances.

The control processing unit 11 determines whether or not the 1 st link 1720a passes from the vertically lower side of the 2 nd rail 7b (S1906).

When the 1 st link 1720a has not passed vertically below the 2 nd rail 7b (no in S1906), the control processing unit 11 returns the process to step S1905. When the 1 st link 1720a passes through the vertically lower portion of the 2 nd rail 7b (yes in S1906), the control processing unit 11 controls the 3 rd propeller drive motor 22a3 at the rear end to stop the rotation of the side propeller 22a 1. Accordingly, the unmanned aerial vehicle 10m stops traveling. Then, the control processing unit 11 rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 1 st connector 1720a to bring the 1 st connector 1720a into a closed state (S1907).

The control processing unit 11 determines whether or not the 1 st link 1720a in the closed state is connected to the 1 st rail 7a (S1908). When the 1 st link 1720a in the closed state is not connected to the 1 st rail 7a (no in S1908), the control processing unit 11 rotates the side propellers 22a1, 22a2, corrects the posture of the body 1912, opens the 1 st link 1720a, corrects the 1 st link 1720a to be connectable to the 1 st rail 7a, and returns the process to step S1907. When the 1 st link 1720a in the closed state is connected to the 1 st rail 7a (yes in S1908), the control processing unit 11 proceeds to the process a in fig. 62.

Fig. 62 is a flowchart illustrating an operation when the body main body 1912 of the unmanned aerial vehicle 10m in embodiment 8 rotates. Fig. 63 is a schematic diagram illustrating the operation of the unmanned aircraft 10m in fig. 62.

As shown in fig. 62 and 63, the control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a1 (S1911). Accordingly, the unmanned aerial vehicle 10m advances.

The control processing unit 11 determines whether or not the distance between the 2 nd rail 7b and the 3 rd connecting body 1720c is smaller than a predetermined distance (S1912). When the distance between the 2 nd rail 7b and the 3 rd connecting body 1720c is equal to or greater than the predetermined distance (no in S1912), the control processing unit 11 returns to step S1911.

When the distance between the 2 nd rail 7b and the 3 rd connecting body 1720c is smaller than the predetermined distance (yes in S1912), the control processing unit 11 determines whether or not the center of gravity balance (posture) of the body main body 1912 is problematic, that is, whether or not the body main body 1912 is inclined at a predetermined angle or more with respect to the horizontal plane (S1913). When the body 1912 is inclined at a predetermined angle or more with respect to the horizontal plane, that is, when the center of gravity balance (posture) of the body 1912 is problematic (yes in S1913), the control processing unit 11 corrects the posture of the body 1912. Specifically, the control processing unit 11 rotates the respective propellers 22 by the propeller control module of the body 1912 so that the body 1912 and the horizontal plane are substantially parallel to each other, and corrects the posture of the body 1912 (S1914). Then, the process returns to step S1913.

When the inclination angle of the body 1912 with respect to the horizontal plane is smaller than the predetermined angle, that is, when there is no problem in the center of gravity balance (posture) of the body 1912 (no in S1913), the control processing unit 11 opens the 1 st link 1720a and the 2 nd link 1720 b. Then, the control processor 11 controls the 3 rd propeller drive motor 22a3 at the front end and the rear end to rotate the side propellers 22a1, 22a2 (S1915). Accordingly, the 3 rd connector 1720c is pressed against the 2 nd rail 7b, and the unmanned aircraft 10m rotates about the 3 rd connector 1720c as a substantial center.

The control processing unit 11 determines whether or not the rotation angle of the body 1912 is 45 ° (S1916). The rotation angle is an angle in the longitudinal direction of the body 1912 after the body 1912 has been rotated, relative to the longitudinal direction of the body 1912 in a state where the body 1912 is about to start rotating.

When the rotation angle of the body 1912 is not 45 ° (no in S1916), the control processing unit 11 returns to step S1915. When the rotation angle of the body main body 1912 is 45 ° (yes in S1916), the control processing unit 11 rotates the 1 st hook 1721 of the 1 st link 1720a (S1917). At this time, even if the body 1912 rotates, the guide rail 7 is not in contact with the 1 st hook 1721 of the 1 st connecting body 1720 a.

The control processing unit 11 determines whether or not the rotation angle of the body 1912 is 80 ° (S1918).

When the rotation angle of the body 1912 is not 80 ° (no in S1918), the control processing unit 11 returns to step S1918. At this time, the control processing unit 11 rotates the body main body 1912 by rotating the side propellers 22a1, 22a 2. When the rotation angle of the body main body 1912 is 80 ° (yes in S1918), the control processing unit 11 turns the 1 st hook 1721 of the 1 st link 1720a, thereby bringing the 1 st link 1720a into the semi-closed state (S1919), and proceeds to the b process in fig. 64. The half-closed state is a state in which the 1 st hook 1721 can be hung on the rail 7, and the 2 nd hook 1722 is an open state.

Fig. 64 is a flowchart illustrating an operation of disconnecting the 3 rd connector from the 1 st rail 7a after connecting the 1 st connector 1720a and the 2 nd connector 1720b of the unmanned aerial vehicle 10m in embodiment 8 to the 2 nd rail 7 b. Fig. 65 is a schematic diagram illustrating the operation of the unmanned aerial vehicle 10m in fig. 64.

As shown in fig. 64 and 65, the control processor 11 rotates the 1 st hook 1721 of the 2 nd connector 1720b (S1921). At this time, even if the body main body 1912 rotates, the 1 st rail 7a and the 2 nd rail 7b are not in contact with the 1 st hook 1721 of the 2 nd connector 1720 b.

The control processing unit 11 controls the 3 rd propeller drive motor 22a3 to rotate the side propellers 22a1, 22a2 (S1922). Accordingly, the unmanned aerial vehicle 10m rotates about the 3 rd connector 1720c as a center.

The control processing unit 11 determines whether or not the rotation angle of the body 1912 is 90 ° (S1923).

When the rotation angle of the body 1912 does not become 90 ° (no in S1923), the control processing unit 11 returns to step S1922. At this time, the control processing unit 11 rotates the body main body 1912 by rotating the side propellers 22a1, 22a2, thereby adjusting the rotation angle. When the rotation angle of the body 1912 is 90 ° (yes in S1923), the control processing unit 11 brings the 1 st link 1720a and the 2 nd link 1720b into a closed state (S1924). That is, the control processing unit 11 rotates the 2 nd hooks 1722 of the 1 st connecting body 1720a and the 2 nd connecting body 1720b to bring the 1 st connecting body 1720a and the 2 nd connecting body 1720b into a closed state.

The control processing unit 11 determines whether or not the 1 st link 1720a and the 2 nd link 1720b in the closed state are connected to the 2 nd rail 7b (S1925). When the 1 st link 1720a and the 2 nd link 1720b in the closed state are not connected to the 2 nd rail 7b (no in S1925), the control processing unit 11 rotates the side propellers 22a1, 22a2, corrects the posture of the body main body 1912, or opens the 1 st link 1720a and the 2 nd link 1720b, corrects the postures of the 1 st link 1720a and the 2 nd link 1720b to be connectable to the 2 nd rail 7b, and returns the process to step S1924. When the 1 st link 1720a and the 2 nd link 1720b in the closed state are connected to the 2 nd rail 7b (yes in S1925), the control processing unit 11 opens the 3 rd link 1720c (S1926). Then, the process proceeds to c of fig. 66.

Fig. 66 is a flowchart illustrating an operation when the 3 rd connector 1720c of the unmanned aircraft 10m in embodiment 8 is connected to the 2 nd rail 7 b. Fig. 67 is a schematic diagram illustrating the operation of the unmanned aerial vehicle 10m in fig. 66.

As shown in fig. 66 and 67, when the 3 rd connecting body 1720c is opened, the 1 st fixing portion 1971 is rotated relative to the body main body 1912 to which the 2 nd fixing portion 1972 is fixed by the extension springs 1919a and 1919b at the connecting body supporting portion 1970. Accordingly, the 1 st connecting body 1720a, the 2 nd connecting body 1720b, and the 3 rd connecting body 1720c are in a posture that they can be connected to the 2 nd guide rail 7 b. That is, in order to determine whether or not the openings of the 1 st hook 1721 and the 2 nd hook 1722 of the 1 st connector 1720a, the 2 nd connector 1720b, and the 3 rd connector 1720c intersect with the 2 nd guide rail 7b, the control processing unit 11 determines whether or not the 3 rd connector 1720c in the opened state has been rotated. In the present embodiment, since the 1 st rail 7a and the 2 nd rail 7b are disposed so as to be orthogonal to each other, the control processing unit 11 determines whether or not the 3 rd link 1720c in the open state is rotated by a rotation angle of 90 ° (S1931).

When the 3 rd connector 1720c in the opened state is not rotated by substantially 90 ° (no in S1931), the control processing unit 11 performs the same processing until the 3 rd connector 1720c rotates. The angle at which 3 rd connector 1720c rotates is 90 °, but is not limited thereto, and may be 90 ° or less. The angle determined in step S1931 may be based on the angle formed by the 1 st rail 7a and the 2 nd rail 7 b. The control processing unit 11 may control a motor or the like to rotate the 3 rd connector 1720 c.

When the 3 rd connector 1720c in the opened state is rotated by substantially 90 ° (yes in S1931), the control processing unit 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a1 (S1932). Accordingly, the unmanned aerial vehicle 10m advances.

The control processing unit 11 determines whether or not the 3 rd connector 1720c passes vertically below the 1 st rail 7a (S1933).

When the 3 rd connector 1720c does not pass vertically below the 1 st rail 7a (no in S1933), the control processing unit 11 returns the process to step S1932. When the 3 rd link 1720c passes vertically below the 1 st rail 7a (yes in S1933), the control processing unit 11 controls the 3 rd propeller drive motor 22a3 at the rear end to stop the rotation of the side propeller 22a 1. Accordingly, the unmanned aerial vehicle 10m stops traveling. Then, the control processor 11 rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 3 rd connector 1720c to bring the 3 rd connector 1720c into a closed state (S1934). Then, the process proceeds to d of fig. 68.

Fig. 68 is a flowchart illustrating an operation when the 2 nd connector 1720b of the unmanned aircraft 10m in embodiment 8 passes through the 1 st rail 7 a. Fig. 69 is a schematic diagram illustrating the operation of the unmanned aircraft 10m in fig. 68.

As shown in fig. 68 and 69, the control processing unit 11 determines whether or not the 3 rd connecting body 1720c in the closed state is connected to the 2 nd rail 7b (S1941). When the 3 rd connector 1720c in the closed state is not connected to the 2 nd rail 7b (no in S1941), the control processing unit 11 rotates the side propellers 22a1, 22a2, corrects the posture of the body main body 1912, or opens the 3 rd connector 1720c, corrects the 3 rd connector 1720c to a posture that can be connected to the 2 nd rail 7b, and returns to the processing in step S1941. When the 3 rd connecting body 1720c in the closed state is connected to the 2 nd rail 7b (yes in S1941), the control processing unit 11 opens the 2 nd connecting body 1720b (S1942).

The control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a1 (S1943). Accordingly, the unmanned aerial vehicle 10m advances.

The control processing unit 11 determines whether or not the 2 nd connector 1720b passes vertically below the 1 st rail 7a (S1944).

When the 2 nd link 1720b does not pass vertically below the 1 st rail 7a (no in S1944), the control processing unit 11 returns to the processing in step S1943. When the 2 nd link 1720b passes vertically below the 1 st rail 7a (yes in S1944), the control processing unit 11 controls the 3 rd propeller drive motor 22a3 at the rear end to stop the rotation of the side propeller 22a 1. Accordingly, the unmanned aerial vehicle 10m stops traveling. The control processing unit 11 rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 2 nd connector 1720b to close the 2 nd connector 1720b (S1945), and the 2 nd connector 1720b is connected to the 2 nd rail 7b.

In this way, the unmanned aerial vehicle 10m can change the route from the 1 st track 7a to the 2 nd track 7b.

Working example 2

Next, a case where the unmanned aircraft 10m traveling on the 1 st track 7a changes direction at the intersection of the 1 st track 7a and the 2 nd track 7b and returns along the 1 st track 7a that has traveled will be described as an example. Since the same processing as S1901 to S1931 of working example 1 is performed, the description thereof will be omitted, and the description will be started from fig. 70.

Fig. 70 is a flowchart illustrating an operation of the unmanned aerial vehicle 10m to further rotate the body main body 1912 of the unmanned aerial vehicle 10m when the 1 st rail 7a and the 2 nd rail 7b are returned at the intersection. Fig. 71 is a schematic diagram illustrating the operation of the unmanned aerial vehicle 10m in fig. 70.

As shown in fig. 70 and 71, the control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a1 (S1951).

The control processing unit 11 determines whether or not the 2 nd rail 7b and the 3 rd connector 1720c are close to each other (S1952). The meaning that the 2 nd rail 7b and the 3 rd connector 1720c are in contact with each other includes that the 2 nd rail 7b and the 3 rd connector 1720c are in contact with each other, for example, may be smaller than a predetermined distance. When the 2 nd rail 7b and the 3 rd connector 1720c are not brought into close contact with each other (no in S1952), the control processing unit 11 returns to step S1951.

When the 2 nd rail 7b is close to the 3 rd connector 1720c (yes in S1952), the control processing unit 11 brings the 3 rd connector 1720c into a closed state (S1953).

The control processing unit 11 determines whether or not the 3 rd connecting body 1720c in the closed state is connected to the 2 nd rail 7b (S1954). When the 3 rd connector 1720c in the closed state is not connected to the 2 nd rail 7b (no in S1954), the control processing unit 11 rotates the side propellers 22a1, 22a2, corrects the posture of the body main body 1912, or opens the 3 rd connector 1720c, corrects the 3 rd connector 1720c to a posture that can be connected to the 2 nd rail 7b, and returns to the processing in step S1953. When the 3 rd connector 1720c in the closed state is connected to the 2 nd rail 7b (yes in S1954), the control processing unit 11 opens the 1 st connector 1720a and the 2 nd connector 1720b (S1955).

The control processing unit 11 determines whether or not there is a problem with the center of gravity balance (posture) of the body 1912, that is, whether or not the body 1912 is inclined at a predetermined angle or more with respect to the horizontal plane (S1956). The control processing unit 11 corrects the posture of the body 1912 when the body 1912 is inclined at a predetermined angle or more with respect to the horizontal plane, that is, when the center of gravity balance (posture) of the body 1912 is problematic (yes in S1956). Specifically, the control processing unit 11 rotates the propellers 22 by using the propeller control module of the body 1912 so that the body 1912 and the horizontal plane are substantially parallel to each other, and corrects the posture of the body 1912 (S1957). Then, the process returns to step S1956.

When the inclination angle of the body 1912 with respect to the horizontal plane is smaller than the predetermined angle, that is, when there is no problem in the center of gravity balance (posture) of the body 1912 (no in S1956), the control processing unit 11 controls the 3 rd propeller drive motors 22a3 at the front end and the rear end to rotate the side propellers 22a1, 22a2 (S1958). Accordingly, the 3 rd connector 1720c is pressed against the 1 st rail 7a, and the unmanned aircraft 10m rotates about the 3 rd connector 1720c as a substantially center. Then, the process proceeds to e of fig. 72.

Fig. 72 is a flowchart illustrating an operation of the unmanned aerial vehicle 10m when the body main body 1912 of the unmanned aerial vehicle 10m rotates and the 1 st link 1720a and the 2 nd link 1720b are connected to the 1 st rail 7a when the 1 st rail 7a and the 2 nd rail 7b are returned at the intersection point. Fig. 73 is a schematic diagram illustrating the operation of the unmanned aircraft 10m in fig. 72, for example.

As shown in fig. 72 and 73, the control processing unit 11 determines whether or not the rotation angle of the body 1912 is 170 ° (S1961).

When the rotation angle of the body main body 1912 is not 170 ° (no in S1961), that is, when the rotation angle is smaller than 170 °, the control processing unit 11 returns to step S1961. When the rotation angle of the body main body 1912 is 170 ° (yes in S1961), the control processing unit 11 rotates the 1 st hook 1721 of the 2 nd connector 1720b (S1962). At this time, even if the body main body 1912 rotates, the 1 st rail 7a is not in contact with the 1 st hook 1721 of the 1 st connecting body 1720 a.

The control processing unit 11 determines whether or not the rotation angle of the body 1912 is 170 ° or more (S1963).

When the rotation angle of the body 1912 is not 170 ° or more (no in S1963), the control processing unit 11 returns to step S1963. At this time, the control processing unit 11 rotates the side propellers 22a1, 22a2 to rotate the body main body 1912, thereby performing adjustment. When the rotation angle of the body main body 1912 is 170 ° or more (yes in S1963), the control processing unit 11 rotates the 1 st hook 1721 of the 2 nd connector 1720b (S1964). At this time, even if the body main body 1912 rotates, the 1 st rail 7a and the 1 st hook 1721 of the 2 nd connector 1720b are not in contact with each other.

The control processing unit 11 determines whether or not the rotation angle of the body 1912 is 180 ° (S1965).

When the rotation angle of the body 1912 is not 180 ° (no in S1965), the control processing unit 11 returns to step S1965. At this time, the control processing unit 11 rotates the body main body 1912 by rotating the side propellers 22a1, 22a 2. When the rotation angle of the body main body 1912 is 180 ° (yes in S1965), the control processing unit 11 turns the 1 st hook 1721 of the 1 st link 1720a and the 2 nd link 1720b to bring them into the semi-closed state (S1966). Then, the process proceeds to f of fig. 74.

Fig. 74 is a flowchart illustrating an operation of the unmanned aerial vehicle 10m when the 3 rd link 1720c of the unmanned aerial vehicle 10m is detached from the 2 nd rail 7b and the unmanned aerial vehicle 10m is decentered when the 1 st rail 7a and the 2 nd rail 7b are returned at the intersection. Fig. 75 is a schematic diagram illustrating the operation of the unmanned aircraft 10m in fig. 74.

As shown in fig. 74 and 75, the control processing unit 11 rotates the 2 nd hooks 1722 of the 1 st connecting body 1720a and the 2 nd connecting body 1720b to bring the 1 st connecting body 1720a and the 2 nd connecting body 1720b into a closed state (S1971).

The control processing unit 11 determines whether or not the 1 st link 1720a and the 2 nd link 1720b in the closed state are connected to the 1 st rail 7a (S1972). When the 1 st link 1720a and the 2 nd link 1720b in the closed state are not connected to the 1 st rail 7a (no in S1972), the control processing unit 11 rotates the side propellers 22a1, 22a2, corrects the posture of the body 1912, or opens the 1 st link 1720a and the 2 nd link 1720b, corrects the 1 st link 1720a and the 2 nd link 1720b to a posture that enables connection to the 1 st rail 7a, and returns to the processing in step S1971. When the 1 st link 1720a and the 2 nd link 1720b in the closed state are connected to the 1 st rail 7a (yes in S1972), the control processing unit 11 opens the 3 rd link 1720c (S1973).

When the 3 rd connecting body 1720c is opened, the 1 st fixing portion 1971 is rotated with respect to the body main body 1912 to which the 2 nd fixing portion 1972 is fixed by the extension springs 1919a and 1919 b. Accordingly, the 1 st connecting body 1720a, the 2 nd connecting body 1720b, and the 3 rd connecting body 1720c are in a posture that they can be connected to the 1 st rail 7 a. That is, the control processing unit 11 determines whether or not the 3 rd connecting body 1720c in the opened state is rotated in order to determine whether or not the 1 st hook 1721 and the 2 nd hook 1722 of the 1 st connecting body 1720a, the 2 nd connecting body 1720b, and the 3 rd connecting body 1720c intersect with the 1 st rail 7 a. In the present embodiment, the control processing unit 11 determines whether or not the 3 rd connector 1720c in the opened state has rotated (S1974).

When the 3 rd connector 1720c in the opened state is not rotated by substantially 90 ° (no in S1974), the control processing unit 11 performs the same processing until the 3 rd connector 1720c rotates. The angle at which 3 rd connector 1720c rotates is 90 °, but is not limited thereto, and may be 90 ° or less. The angle determined in step S1974 may be an angle between the 1 st rail 7a and the 2 nd rail 7 b.

When the 3 rd connector 1720c in the opened state is rotated by substantially 90 ° (yes in S1974), the control processing unit 11 proceeds to the processing of G in fig. 76.

Fig. 76 is a flowchart illustrating operations of: when the unmanned aerial vehicle 10m returns along the traveling guide rail at the intersection of the 1 st guide rail 7a and the 2 nd guide rail 7b, the 3 rd connector 1720c of the unmanned aerial vehicle 10m is connected to the 1 st guide rail 7a, then the 2 nd connector 1720b is disconnected from the 1 st guide rail 7a, and the 2 nd connector 1720b passing through the 2 nd guide rail 7b is connected to the 1 st guide rail 7a. Fig. 77 is a schematic diagram illustrating the operation of the unmanned aerial vehicle 10m in fig. 76. Fig. 78 is a schematic diagram illustrating the operation of the unmanned aircraft 10m in fig. 76.

As shown in fig. 76 to 78, the control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a1 (S1981). Accordingly, the unmanned aerial vehicle 10m advances.

The control processing unit 11 determines whether or not the 3 rd connector 1720c passes the vertically lower portion of the 2 nd rail 7b (S1982).

When the 3 rd link 1720c does not pass vertically below the 2 nd rail 7b (no in S1982), the control processing unit 11 returns to the processing in step S1981. When the 3 rd link 1720c passes through the vertically lower portion of the 2 nd rail 7b (yes in S1982), the control processing unit 11 controls the 3 rd propeller drive motor 22a3 at the rear end to stop the rotation of the side propeller 22a 1. Accordingly, the unmanned aerial vehicle 10m stops traveling. Then, the control processor 11 rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 3 rd connector 1720c to bring the 3 rd connector 1720c into a closed state (S1983).

The control processing unit 11 determines whether or not the 3 rd connector 1720c in the closed state is connected to the 1 st rail 7a (S1984). When the 3 rd connector 1720c in the closed state is not connected to the 1 st rail 7a (no in S1984), the control processing unit 11 rotates the side propellers 22a1, 22a2, corrects the posture of the body main body 1912, or opens the 3 rd connector 1720c, corrects the 3 rd connector 1720c to a posture that enables connection to the 1 st rail 7a, and returns to the processing in step S1983. When the 3 rd connector 1720c in the closed state is connected to the 1 st rail 7a (yes in S1984), the control processing unit 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a1 (S1985). Accordingly, the unmanned aerial vehicle 10m advances.

The control processing unit 11 determines whether or not the distance between the 2 nd rail 7b and the 2 nd link 1720b is smaller than a predetermined distance (S1986). If the distance between the 2 nd rail 7b and the 2 nd link 1720b is equal to or greater than the predetermined distance (no in S1986), the control processing unit 11 returns the process to step S1985.

When the distance between the 2 nd rail 7b and the 2 nd link 1720b is smaller than the predetermined distance (yes in S1986), the control processing unit 11 controls the 3 rd propeller drive motor 22a3 at the rear end to stop the rotation of the side propeller 22a1 (S1987). Accordingly, the unmanned aerial vehicle 10m stops traveling. Then, the control processor 11 rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 2 nd connector 1720b to open the 2 nd connector 1720b (S1987).

The control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a1 (S1988). Accordingly, the unmanned aerial vehicle 10m advances.

The control processing unit 11 determines whether or not the 2 nd link 1720b passes from the vertically lower side of the 2 nd rail 7b (S1989).

When the 2 nd link 1720b does not pass vertically below the 2 nd rail 7b (no in S1989), the control processing unit 11 returns the process to step S1988. When the 2 nd link 1720b passes through the vertically lower portion of the 2 nd rail 7b (yes in S1989), the control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to stop the rotation of the side propeller 22a1 (S1990). Accordingly, the unmanned aerial vehicle 10m stops traveling. Then, the control processing unit 11 rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 2 nd connector 1720b to bring the 2 nd connector 1720b into a closed state (S1990).

Working example 3

Next, the operation of the connector support 1970, the 1 st connector 1720a, the 2 nd connector 1720b, and the 3 rd connector 1720c in the case where the unmanned aerial vehicle 10m connected to the 1 st rail 7a changes the connection to the 2 nd rail 7b will be exemplified.

Fig. 79 is a schematic view illustrating the link support 1970 and the ratchet 1975 of the unmanned aerial vehicle 10m when rotated, and a sectional view illustrating the link support 1970 and the ratchet 1975.

A1, b1, and c1 of fig. 79 illustrate, by way of example, a relationship among the body 1912 of the unmanned aerial vehicle 10m, the 2 nd fixing portions 1972 and the 1 st fixing portions 1971 fixed to the body 1912, and a relationship among the 1 st connecting body 1720a, the 2 nd connecting body 1720b, the 3 rd connecting body 1720c, the 1 st guide rail 7a, and the 2 nd guide rail 7 b. Fig. 79 a2 is a sectional view when the ratchet 1975, the 1 st fixing portion 1971, and the like are cut at the line a2-a2 of fig. 79 a1, fig. 79 b2 is a sectional view when the ratchet 1975, the 1 st fixing portion 1971, and the like are cut at the line b2-b2 of fig. 79 b1, and fig. 79 c2 is a sectional view when the ratchet 1975, the 1 st fixing portion 1971, and the like are cut at the line c2-c2 of fig. 79 c 1. The same applies to fig. 81 and the following, and therefore, the description thereof is omitted. A1, b1, and c1 in fig. 79 correspond to fig. 63 and 65.

As shown in a1 of fig. 79, the control processing unit 11 turns the 1 st link 1720a and the 2 nd link 1720b to an open state, and rotates the side propellers 22a1, 22a 2. As shown in a2 of fig. 79, in a state before the body 1912 rotates at the center point O, that is, the center point O of the 1 st fixing portion 1971, the engaged portion 1975b of the ratchet 1975 is engaged with the engaging portion 1971c of the 1 st fixing portion 1971.

When the body 1912 rotates at the center point O, as shown in b2 of fig. 79, the engaged portion 1975b of the ratchet 1975 is pushed up by the rotational force of the 2 nd fixing portion 1972 fixed to the body 1912 at the link support portion 1970, and is separated from the engaging portion 1971c of the 1 st fixing portion 1971. When the body 1912 rotates, the other end of the leaf spring 1975a of the ratchet 1975 is fixed by the fixed connection portion 1975c and is biased, so that the engaged portion 1975b of the ratchet 1975 is pressed against the upper surface of the 1 st fixed portion 1971, and slides on the upper surface of the 1 st fixed portion 1971 by the rotation of the body 1912. As shown in b2 of fig. 79, when the 2 nd fixing portion 1972 rotates by substantially 90 ° with the body main body 1912, the rotation stopping portion 1972b of the 2 nd fixing portion 1972 abuts against the rotation stopping portion 1971b of the 1 st fixing portion 1971, and the rotation of the 2 nd fixing portion 1972 is restricted, whereby the rotation of the body main body 1912 is also restricted. Then, the unmanned aerial vehicle 10m rotates the body main body 1912 in a state where the 3 rd connecting body 1720c is connected to the 1 st rail 7 a.

As shown in c1 of fig. 79, when the 1 st link 1720a and the 2 nd link 1720b in the closed state are connected to the 2 nd rail 7b, the control processing unit 11 opens the 3 rd link 1720 c. As shown in c2 of fig. 79, the state of the ratchet 1975 is the same as b2 of fig. 79.

The 1 st fixing portion 1971 is stretched by the front and rear extension springs 1919a and 1919b, and rotates clockwise. As shown in c1 of fig. 79, when the 3 rd connecting body 1720c is opened, the 1 st fixing portion 1971 is rotated with respect to the body main body 1912 to which the 2 nd fixing portion 1972 is fixed by the tension springs 1919a and 1919b at the front end and the rear end. As shown in a2 of fig. 79, when the 1 st fixing portion 1971 rotates 90 °, the engaged portion 1975b of the ratchet 1975 slides, and then the engaged portion 1975b of the ratchet 1975 engages with the engaging portion 1971c of the 1 st fixing portion 1971, thereby inhibiting the 1 st fixing portion 1971 from rotating relative to the 2 nd fixing portion 1972. Accordingly, as shown in a1 of fig. 81, the 3 rd connecting body 1720c rotates 90 ° around the center point O with the rotation of the 1 st fixing portion 1971, and becomes a posture that can be connected to the 2 nd rail 7 b.

Further, even if the 1 st fixing portion 1971 is stretched by the front and rear extension springs 1919a and 1919b, as shown in b1 of fig. 81, when a failure or the like occurs in the extension springs 1919a and 1919b, the 1 st fixing portion 1971 is stopped without rotating by 90 °. In this case, as shown in c1 of fig. 81, the control processing unit 11 rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 3 rd connector 1720c to bring the 3 rd connector 1720c into a closed state.

Here, the operation of the tension springs 1919a and 1919b in a1 and b1 of fig. 79 will be specifically described with reference to fig. 80. Fig. 80 is a schematic view illustrating the tension springs 1919a and 1919b of the connector support 1970 when the unmanned aerial vehicle 10m rotates.

Fig. 80 a shows the state of a1 of fig. 79. In fig. 80 a, extension springs 1919a and 1919b are both of natural length. Fig. 80 b shows a case where the body main body 1912 is rotated at an angle of 45 ° with respect to a of fig. 80. In this case, the front end tension spring 1919a is extended more than the natural length (the extended length is about medium and the elastic force is also general), and the rear end tension spring 1919b is slightly extended more than the natural length (the extended length is smaller and the elastic force is also smaller) or is shortened more than the natural length.

Fig. 80 c shows a case where the body 1912 is rotated at an angle of 90 ° with respect to a of fig. 80. In this case, the front end tension spring 1919a is extended much longer than the natural length (the extended length is longer and the elastic force is larger), and the rear end tension spring 1919b is also longer than the natural length (the extended length is a medium degree and the elastic force is general).

Therefore, as shown in fig. 80 c, a force is applied to the 1 st fixing portion 1971 to rotate clockwise by the elastic force of the front and rear extension springs 1919a and 1919 b.

Fig. 81 is a schematic view illustrating a state of the 3 rd link 1720c when the unmanned aerial vehicle 10m rotates, and is a sectional view illustrating a cross section of the link support 1970 and the ratchet 1975. Fig. 82 is a schematic view illustrating a state in which the 3 rd link 1720c of the unmanned aircraft 10m passes through the 1 st rail 7a, and is a sectional view illustrating a cross section of the link support 1970 and the ratchet 1975.

As shown in a1, b1, c1, a2, b2, and c2 of fig. 81, the control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a2, thereby moving the unmanned aircraft 10 m. Accordingly, the 3 rd connector 1720c is pressed against the 1 st rail 7a, and the 1 st fixing portion 1971 is rotated via the 3 rd connector 1720c, thereby correcting the posture of the 3 rd connector 1720 c. That is, the posture of the 3 rd connector 1720c is corrected such that the opening surfaces of the 1 st hook 1721 and the 2 nd hook 1722 of the 3 rd connector 1720c are substantially orthogonal to the 2 nd guide rail 7 b. In other words, the posture of the 3 rd connector 1720c is corrected such that the opening surface of the 3 rd connector 1720c is substantially parallel to the longitudinal direction of the 1 st rail 7 a. In this way, the unmanned aerial vehicle 10m is moved, the 3 rd link 1720c is pressed against the 1 st rail 7a, and as shown in a1 and a2 of fig. 82, in order to be able to correct the posture of the 3 rd link 1720c, the 3 rd propeller drive motor 22a3 at the tip is controlled, whereby the same effect as rotating the side propeller 22a1 can be obtained.

As shown in b1 and b2 of fig. 82, the control processing unit 11 opens the 3 rd connector 1720c whose posture is corrected. As shown in c1 and c2 of fig. 82, the control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a 1. Accordingly, the unmanned aerial vehicle 10m advances, and the 3 rd link 1720c passes vertically below the 1 st rail 7 a.

Fig. 83 is a schematic view illustrating a state in which the 2 nd link 1720b of the unmanned aircraft 10m passes through the 1 st rail 7a, and is a sectional view illustrating a section of the link support 1970 and the ratchet 1975.

As shown in a1 and a2 of fig. 83, the control processing unit 11 rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 3 rd connector 1720c to bring the 3 rd connector 1720c into a closed state. The control processing unit 11 rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 2 nd connector 1720b to open the 2 nd connector 1720 b.

As shown in b1 and b2 of fig. 83, the control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a1, so that the unmanned aircraft 10m advances and the 2 nd link 1720b passes vertically below the 1 st rail 7 a. Then, as shown in c1 and c2 of fig. 83, the control processing unit 11 rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 2 nd connector 1720b to bring the 2 nd connector 1720b into a closed state.

Working example 4

Next, fig. 84 illustrates an example in which the unmanned aircraft 10m bypasses the strut 19 when the 1 st rail 7a and the 2 nd rail 7b are connected to and fixed to the strut 19. In this example, since the 1 st rail 7a and the 2 nd rail 7b are directly fixed to the stay 19, bending of the 1 st rail 7a and the 2 nd rail 7b can be suppressed. Fig. 84 is a schematic diagram illustrating a state in which the unmanned aerial vehicle 10m bypasses the strut 19.

As shown in fig. 84, in this working example, the 3 rd guide rails 7c1, 7c2, 7c3, and 7c4 connecting the 1 st guide rail 7a and the 2 nd guide rail 7b are shown as an example.

The 1 st rail 7a is disposed such that the longitudinal direction of the 1 st rail 7a is substantially orthogonal to the longitudinal direction of the 2 nd rail 7 b. The 3 rd guide rail 7c1 and the 3 rd guide rail 7c2 are supported and connected by the 1 st guide rail 7a and the 2 nd guide rail 7b so as to intersect with the 1 st guide rail 7a and the 2 nd guide rail 7b, respectively. The 3 rd guide rail 7c1 and the 3 rd guide rail 7c2 are arranged in a point-symmetrical manner with the pillar 19 as a center point, and the longitudinal direction of the 3 rd guide rail 7c1 is substantially parallel to the longitudinal direction of the 3 rd guide rail 7c 2. The 3 rd guide rail 7c3 and the 3 rd guide rail 7c4 are supported and connected by the 1 st guide rail 7a and the 2 nd guide rail 7b so as to intersect with the 1 st guide rail 7a and the 2 nd guide rail 7b, respectively. The 3 rd guide rail 7c3 and the 3 rd guide rail 7c4 are disposed between the 3 rd guide rail 7c1 and the 3 rd guide rail 7c2, and are point-symmetrical with respect to the strut 19 as a center point, and the longitudinal direction of the 3 rd guide rail 7c3 is substantially parallel to the longitudinal direction of the 3 rd guide rail 7c 4. The longitudinal directions of the 3 rd guide rail 7c3 and the 3 rd guide rail 7c4 are substantially orthogonal to the longitudinal directions of the 3 rd guide rail 7c1 and the 3 rd guide rail 7c 2.

In this working example, the movement of the unmanned aircraft 10m is indicated by arrows EX1, EX2, and EX3 of two-dot chain lines. Arrow EX1 illustrates the appearance of unmanned aircraft 10m turning to the right.

In arrow EX1, the unmanned aircraft 10m is able to turn right by riding from the 1 st rail 7a above the pillar 19 (upper side in the drawing) to the 3 rd rail 7c1 (switching of connection), and then further riding to the 2 nd rail 7b on the left side (left side in the drawing) of the pillar 19.

The unmanned aircraft 10m is shown as being turned left by way of example with an arrow EX 2. In arrow EX2, the unmanned aircraft 10m can be rotated left by changing the position of the 1 st rail 7a above the strut 19 to the 3 rd rail 7c3, and then changing the position of the 2 nd rail 7b to the right (right in the drawing) of the strut 19.

Arrow EX3 illustrates the straight travel of unmanned aircraft 10 m. At arrow EX3, the unmanned aircraft 10m travels by transferring from the 2 nd rail 7b to the 3 rd rail 7c2 on the right side of the pillar 19, and then travels by further transferring to the 1 st rail 7a below (lower in the drawing) the pillar 19. Next, the unmanned aircraft 10m travels by changing from the 1 st rail 7a to the 3 rd rail 7c4 below the pillar 19, and then further changes to the 2 nd rail 7b on the left side of the pillar 19. Accordingly, the unmanned aerial vehicle 10m is substantially straight on the 2 nd rail 7b.

When the unmanned aerial vehicle 10m returns, the unmanned aerial vehicle 10m that has moved on the 2 nd rail 7b on the right side of the pillar 19 is transferred to the 2 nd rail 7b on the left side of the pillar 19 to travel, and then transferred to the 3 rd rail 7c1 to travel, as indicated by the arrow EX 3. Next, the unmanned aircraft 10m is further transferred from the 3 rd guide rail 7c1 to the 1 st guide rail 7a above the pillar 19 to travel, and then transferred to the 3 rd guide rail 7c3 to travel. The unmanned aerial vehicle 10m is transferred from the 3 rd guide rail 7c3 to the 2 nd guide rail 7b on the right side of the pillar 19, and thus the unmanned aerial vehicle 10m can perform a direction change, and thus can return.

[ Effect of the invention ]

Next, the operational effects of the unmanned aerial vehicle 10m in the present embodiment will be described.

As described above, the unmanned aerial vehicle 10m according to the present embodiment includes: a body 1912, in which a1 st length N1 in the 1 st direction is longer than a 2 nd length N2 in the 2 nd direction orthogonal to the 1 st direction; a plurality of propellers 22 rotating in a virtual plane parallel to the 1 st and 2 nd directions; a plurality of 1 st propeller drive motors 23 mounted on the body main body 1912 to rotate the plurality of propellers 22, respectively; at least one connector capable of hanging on at least one rail at a position spaced apart from the ground; at least one side propeller 22a1 for applying a thrust force for pushing the body 1912 in the 1 st direction; at least one 3 rd propeller drive motor 22a3 mounted on the body 1912 to rotate at least one side propeller 22a 1; the control processor 11 controls the plurality of 1 st propeller drive motors 23 and at least one 3 rd propeller drive motor 22a 3.

Accordingly, the body main body 1912 can be suspended on the guide rail by the connection body, and therefore, even if the propeller 22 does not rotate, the unmanned aerial vehicle 10m can be restrained from falling off.

Further, the side propeller 22a1 is rotated in a state where the connecting body is connected to the guide rail and suspended, so that the unmanned aerial vehicle 10m can move along the guide rail to the destination. In this case, by driving the 3 rd propeller drive motor 22a3 instead of driving the 1 st propeller drive motor 23, the unmanned aerial vehicle 10m can be moved, and accordingly, the power consumption in the unmanned aerial vehicle 10m can be suppressed.

In the unmanned aerial vehicle 10m according to the present embodiment, the connector includes: the 1 st link 1720a, the 2 nd link 1720b, and the 3 rd link 1720c, the 1 st link 1720a being located on the 1 st side with respect to the center of the body 1912, the 2 nd link 1720b being located on the opposite side with respect to the 1 st side with respect to the center of the body 1912, the 3 rd link 1720c being located between the 1 st link 1720a and the 2 nd link 1720b and near the center of the body 1912.

By using three connectors in this way, the unmanned aerial vehicle 10m can be more safely changed from the guide rail on which it is currently traveling to another guide rail.

Further, since there are three connectors, the unmanned aerial vehicle 10m can be more stably connected to the guide rail. Therefore, the unmanned aerial vehicle 10m can ensure safety.

The unmanned aerial vehicle 10m according to the present embodiment includes: a 1 st fixing portion 1971 disposed between the 3 rd connecting body 1720c and the body main body 1912; and a ratchet 1975 having an engaged portion 1975b, which is engaged with an engaging portion 1971c formed in the 1 st fixing portion 1971 by the urging force of the 1 st fixing portion 1971.

Accordingly, the 1 st fixing portion 1971 rotates, and the unmanned aerial vehicle 10m can be rotated toward the direction. When the rotation is performed at a predetermined angle, the engagement portion 1971c of the 1 st fixing portion 1971 engages with the engaged portion 1975b of the ratchet 1975, whereby the rotation of the 1 st fixing portion 1971 or the body main body 1912 can be controlled. In this way, the body 1912 can be oriented in a desired direction, and thus the guide rail along which the unmanned aerial vehicle 10m travels can be safely transferred to another guide rail.

In the control method according to the present embodiment, the unmanned aerial vehicle 10m includes the 1 st fixing portion 1971, and the 1 st fixing portion 1971 is located between the 3 rd connector 1720c and the body main body 1912 of the unmanned aerial vehicle 10m, and the direction of the unmanned aerial vehicle 10m can be changed by rotating the body main body 1912 with respect to the 1 st fixing portion 1971.

Accordingly, the body 1912 can be oriented in a desired direction, and thus the guide rail along which the unmanned aerial vehicle 10m travels can be safely transferred to another guide rail.

In the unmanned aerial vehicle 10m according to the present embodiment, the 1 st area of the 1 st smallest rectangle on the 1 st projection plane obtained by projecting the unmanned aerial vehicle 10m onto the 1 st plane having the 1 st direction as the normal vector is smaller than the 2 nd area of the 2 nd smallest rectangle on the 2 nd projection plane obtained by projecting the unmanned aerial vehicle 10m onto the 2 nd plane having the 2 nd direction as the normal vector.

Accordingly, since the body main body 1912 is elongated along the longitudinal direction of the guide rail, the unmanned aerial vehicle 10m can stably travel along the guide rail.

In the unmanned aerial vehicle 10m according to the present embodiment, the plurality of propellers 22 includes: the 1 st propeller 22, the 2 nd propeller 22 adjacent to the 1 st propeller 22 in the 2 nd direction, the 3 rd propeller adjacent to the 1 st propeller 22 in the 1 st direction, the 4 th propeller 22 adjacent to the 2 nd propeller 22 in the 1 st direction and the 3 rd propeller in the 2 nd direction, and the 1 st interval between the 1 st propeller 22 and the 2 nd propeller 22 is narrower than the 2 nd interval between the 1 st propeller 22 and the 3 rd propeller.

Accordingly, the 1 st propeller 22, the 2 nd propeller 22, the 3 rd propeller and the 4 th propeller 22 can be arranged along the longitudinal direction of the guide rail. Therefore, the posture of the body main body 1912 can be further stabilized when the unmanned aerial vehicle 10m travels along the guide rail.

In the unmanned aerial vehicle 10m according to the present embodiment, the rotation shaft 22a4 of at least one 3 rd propeller drive motor 22a3 extends in the 1 st direction.

Accordingly, the thrust for driving the unmanned aerial vehicle 10m along the guide rail can be easily applied.

In the unmanned aerial vehicle 10m according to the present embodiment, at least one side propeller 22a1 is disposed lower than the virtual plane.

Accordingly, contact between the propeller 22 and the side propeller 22a1 can be suppressed, and the safety of the unmanned aerial vehicle 10m can be improved.

In the unmanned aerial vehicle 10m according to the present embodiment, the inclination angle of the rotation shaft 22a4 of at least one 3 rd propeller drive motor 22a3 with respect to the 1 st direction is variable in a plane having the 2 nd direction as a normal vector.

Accordingly, the rotation shaft 22a4 of the 3 rd propeller drive motor 22a3 can be changed, and therefore the unmanned aerial vehicle 10m can be rotated in the yaw direction (horizontal direction). Therefore, the orientation of the unmanned aerial vehicle 10m can be changed.

The control method according to the present embodiment is a control method for controlling the unmanned aerial vehicle 10m, and the unmanned aerial vehicle 10m includes: a body 1912, in which a1 st length N1 in the 1 st direction is longer than a 2 nd length N2 in the 2 nd direction orthogonal to the 1 st direction; a plurality of propellers 22 rotating in a virtual plane parallel to the 1 st and 2 nd directions; a plurality of 1 st propeller drive motors 23 mounted on the body 1912 to rotate the plurality of propellers 22; at least three connectors capable of being suspended on a rail at a position spaced apart from the ground; at least one side propeller 22a1 for applying a thrust force for pushing the body 1912 in the 1 st direction; at least one 3 rd propeller drive motor 22a3 mounted on the body 1912 to rotate at least one side propeller 22a 1; and a control processing unit 11 that controls the plurality of 1 st propeller drive motors 23 and at least one 3 rd propeller drive motor 22a 3. In the control method, when the 1 st link 1720a is located on the 1 st side of the center of the body main body 1912, the 2 nd link 1720b is located on the opposite side of the 1 st side of the center of the body main body 1912, the 3 rd link 1720c is located between the 1 st link 1720a and the 2 nd link 1720b and near the center of the body main body 1912, in the control method, in the case where the unmanned aerial vehicle 10m is switched from the 1 st rail 7a to the 2 nd rail 7b at the intersection point where the two rails intersect, it is determined whether the 1 st link 1720a is close to the 2 nd rail 7b, in the case where it is determined that the 1 st link 1720a is close to the 2 nd rail 7b, the 1 st link 1720a is separated from the 1 st rail 7a, and the unmanned aerial vehicle 10m is pushed in the 1 st direction by rotating the side screw 22a1, and in the 2 nd rail 7b is rotated, and in the case where it is determined that the 1 st link 1720a is separated from the 1 st rail 7a and the unmanned aerial vehicle 10m is separated from the 2 nd rail 7b, and the unmanned aerial vehicle 10m is rotated in the direction from the 2 nd rail 10m, and the unmanned vehicle is rotated in the direction 10 m.

Accordingly, the unmanned aerial vehicle 10m can be switched from the 1 st rail 7a to be connected (transferred) to the 2 nd rail 7b.

In the control method according to the present embodiment, when it is determined that the 1 st link 1720a passes through the 2 nd rail 7b, the 1 st link 1720a is connected to the 1 st rail 7a, it is determined whether or not the unmanned aerial vehicle 10m is balanced in the center of gravity, and when it is determined that the unmanned aerial vehicle 10m is balanced in the center of gravity, the 1 st link 1720a and the 2 nd link 1720b are separated from the 1 st rail 7a, the unmanned aerial vehicle 10m is rotated so that the 1 st direction of the unmanned aerial vehicle 10m is parallel to the 2 nd rail 7b, and after the unmanned aerial vehicle 10m is rotated, the 1 st link 1720a and the 2 nd link 1720b are connected to the 2 nd rail 7b.

Accordingly, even if the 2 nd rail 7b is inclined with respect to the 1 st rail 7a, for example, the gravity center balance of the unmanned aerial vehicle 10m can be changed, and the unmanned aerial vehicle 10m can be switched from the 1 st rail 7a to the 2 nd rail 7b.

In the control method according to the present embodiment, after the unmanned aerial vehicle 10m is rotated, the 1 st link 1720a and the 2 nd link 1720b are connected to the 2 nd rail 7b, and then the 3 rd link 1720c is separated from the 1 st rail 7a, and the 1 st fixing portion 1971 is rotated, so that the posture of the 3 rd link 1720c matches the postures of the 1 st link 1720a and the 2 nd link 1720b, respectively.

Accordingly, when the 3 rd connector 1720c is separated from the 1 st rail 7a, the posture of the 3 rd connector 1720c can be matched with the postures of the 1 st connector 1720a and the 2 nd connector 1720b, respectively. Accordingly, the 3 rd connector 1720c can be connected to the 2 nd rail 7b together with the 1 st connector 1720a and the 2 nd connector 1720 b.

In the control method according to the present embodiment, the unmanned aerial vehicle 10m is provided with the side propeller 22a2 for rotation, and the direction of the unmanned aerial vehicle 10m is changed by the thrust of the side propeller 22a2 for rotation, which is located at a position opposite to the side propeller 22a1 in the 1 st direction.

Accordingly, by rotating the side propeller 22a2, the traveling direction of the unmanned aerial vehicle 10m can be easily changed.

(modification 1 of embodiment 8)

Since the basic configuration of the unmanned aerial vehicle 10m in this modification is the same as that of the unmanned aerial vehicle in embodiment 8 or the like, the description of the basic configuration of the unmanned aerial vehicle 10m in this modification will be omitted as appropriate.

Fig. 85 is a schematic diagram illustrating a state in which the 1 st connecting body 1720a is separated from the horizontal portion of the guide rail by the unmanned aircraft 10m according to modification 1 of embodiment 8.

As shown in a of fig. 85, the body main body 1912m of the unmanned aerial vehicle 10m further includes a shaft 1914, a slider 1913, and a slider motor 1915, which are different from those of embodiment 8 and the like.

The shaft 1914 is disposed on the lower side, i.e., the lower surface, of the body 1912m, and is supported by shaft supports 1916 disposed at the front end and the rear end of the body 1912m, respectively. That is, the shaft 1914 is supported by being sandwiched by two shaft supports 1916 from both ends. The shaft 1914 extends in the longitudinal direction of the body main body 1912m. That is, the shaft 1914 is disposed on the body 1912m so that its longitudinal direction is substantially parallel to the longitudinal direction of the guide rail.

The slider 1913 is disposed below the body 1912m in a state of being coupled to the shaft 1914, and slides along the longitudinal direction of the shaft 1914. That is, the slider 1913 changes its position by sliding along the length direction of the shaft 1914. The slider 1913 is connected to the cargo via a wire 51. That is, the slider 1913 and the cargo function as a balancer of the body main body 1912m. In addition, even if the cargo is not connected to the unmanned aerial vehicle 10m, the balancer of the body main body 1912m can be implemented only by the slider 1913.

The slider motor 1915 is a driving unit capable of changing the position of the slider 1913. That is, the slider motor 1915 moves the position of the slider 1913 toward the front end or the rear end of the body 1912m with respect to the center line that is the center point O of the body 1912m, thereby changing the center of gravity position of the body 1912m.

When the guide rail is inclined at a predetermined angle or more with respect to the horizontal plane during the course of travel of the unmanned aerial vehicle 10m, the control processing unit 11 controls the slider motor 1915 to move the position of the slider 1913 toward the front end or the rear end with respect to the center line, and can change the center of gravity position of the body main body 1912 m.

Work

The unmanned aerial vehicle 10m is shown here as being switched from the horizontal portion of the guide rail 7a1 to the inclined portion of the guide rail 7a2.

The guide rail in this operation includes a guide rail 7a1 having a horizontal portion substantially parallel to the horizontal plane, and a guide rail 7a2 having an inclined portion inclined with respect to the horizontal plane. Specifically, one end of the horizontal portion of the guide rail 7a1 and the other end of the inclined portion of the guide rail 7a2 are connected by the connecting portion 1632 a. The connecting portion 1632a is connected to and fixed to a rail support portion 1632 provided on a utility pole or the like provided on the ground or the like. In this operation, a case where the unmanned aerial vehicle 10m travels from the guide rail 7a1 to the guide rail 7a2 is shown as an example.

The unmanned aerial vehicle 10m travels along the guide rail 7a1 by rotating the side propeller 22a 1. As shown in a of fig. 85, when the distance between the connecting portion 1632a and the 1 st connecting body 1720a is smaller than the predetermined distance, the control processing portion 11 controls the 3 rd propeller drive motor 22a3 at the rear end to stop the rotation of the side propeller 22a1 so as to rotate the side propeller 22a 1. Accordingly, the unmanned aerial vehicle 10m stops traveling.

As shown in fig. 85 b, when the distance between the connecting portion 1632a and the 1 st link 1720a is smaller than the predetermined distance, the control processing portion 11 rotates the 1 st hook and the 2 nd hook of the 1 st link 1720a to open the 1 st link 1720 a. By opening the 1 st link 1720a, the 1 st hook and the 2 nd hook of the 1 st link 1720a do not come into contact with the connecting portion 1632a when the body 1912m passes vertically below the connecting portion 1632 a.

The control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a 1. Accordingly, as shown in fig. 85 c, the unmanned aerial vehicle 10m advances, and the 1 st link 1720a passes vertically below the connecting portion 1632 a. At this time, since the rail 7a2 is inclined upward with respect to the rail 7a1, even if the 1 st link 1720a is closed, the 1 st hook and the 2 nd hook come into contact with the rail 7a2 as indicated by the broken line, and the 1 st link 1720a may not be connected to the rail 7a 2.

Fig. 86 is a schematic diagram illustrating a relationship with the horizontal portion of the guide rail 7a1 when the 2 nd connector 1720b is in a closed state, and a relationship with the horizontal portion of the guide rail 7a1 when the 2 nd connector 1720b is in a half-open state, for example. Fig. 87 is a schematic view illustrating an example in which the center of gravity of the body main body 1912m of the unmanned aerial vehicle 10m in modification 1 of embodiment 8 is moved to the rear end, and the 1 st link 1720a is connected to the guide rail 7a2 of the inclined portion.

At this time, as shown in a of fig. 86 and a of fig. 87, the control processing unit 11 slightly shifts the 1 st hook and the 2 nd hook of the 2 nd connector 1720b from the closed state of the 2 nd connector 1720b to the half-open state (or half-closed state) shown in b of fig. 86. Accordingly, a gap of a distance N is formed between the 1 st hook and the 2 nd hook and the guide rail 7a 1.

As shown in a of fig. 87, the control processing unit 11 controls the slider motor 1915 to move the slider 1913 toward the rear end (the side opposite to the traveling direction) of the body main body 1912 m. Accordingly, the position of the center of gravity of the body 1912m is shifted to the rear end of the body 1912m as compared with the center line. Therefore, the distance in the height direction from the top surface of the body main body 1912m to the 1 st hook and the 2 nd hook of the 2 nd link 1720b is larger than the distance in the height direction from the top surface of the body main body 1912m to the 1 st hook and the 2 nd hook of the 3 rd link 1720c, and therefore the body main body 1912m is tilted in a state of being lifted up along the guide rail 7a2.

As shown in b of fig. 87, the control processing unit 11 rotates the 1 st hook and the 2 nd hook of the 1 st connecting body 1720a, and brings the 1 st connecting body 1720a into a closed state. Accordingly, the 1 st connecting body 1720a is connected to the guide rail 7a2.

As shown in fig. 87 c, the control processing unit 11 controls the slider motor 1915 to move the slider 1913 toward the front end (the traveling direction side) of the body 1912 m. Accordingly, the position of the center of gravity of the body 1912m is shifted to the front end of the body 1912m as compared with the center line. Therefore, as indicated by an arrow, a lifting moment acts on the rear end of the body main body 1912 m.

Fig. 88 is a schematic view illustrating a state in which the 3 rd connector 1720c is separated from the horizontal portion of the guide rail 7a1 and the 3 rd connector 1720c passes vertically below the connecting portion 1632a in the unmanned aerial vehicle 10m according to modification 1 of embodiment 8.

As shown in fig. 88 a, the rear end of the body 1912m is raised by the movement of the position of the center of gravity, and the control processing unit 11 turns the 2 nd connector 1720b in the half-open state into the closed state.

As shown in fig. 88 b, the 1 st hook and the 2 nd hook of the 3 rd connector 1720c are rotated, and the 3 rd connector 1720c is opened.

As shown in fig. 88 c, the control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a 1. Accordingly, the unmanned aerial vehicle 10m advances, and the 3 rd connector 1720c passes vertically below the connecting portion 1632 a.

Fig. 89 is a schematic diagram illustrating a state in which the 2 nd connector 1720b is separated from the horizontal portion of the guide rail 7a1 and the 2 nd connector 1720b passes vertically below the connecting portion 1632a in the unmanned aerial vehicle 10m according to modification 1 of embodiment 8.

As shown in a of fig. 89, the control processing unit 11 rotates the 1 st hook and the 2 nd hook of the 3 rd connecting body 1720c to bring the 3 rd connecting body 1720c into a closed state. Accordingly, the 3 rd connecting body 1720c is connected to the guide rail 7a2.

As shown in b of fig. 89, the 1 st hook and the 2 nd hook of the 2 nd connector 1720b are rotated, and the 2 nd connector 1720b is opened. The control processing unit 11 controls the slider motor 1915 to move the slider 1913 on the center line of the body 1912 m. Accordingly, the position of the center of gravity of the body 1912m moves onto the center line of the body 1912 m.

As shown in fig. 89 c, the control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a 1. Accordingly, the unmanned aerial vehicle 10m advances, and the 2 nd link 1720b passes vertically below the link 1632 a.

Fig. 90 is a schematic diagram illustrating a state in which the 2 nd connector 1720b is connected to the guide rail 7a2 of the inclined portion in the unmanned aerial vehicle 10m according to modification 1 of embodiment 8.

As shown in fig. 90, the control processing unit 11 rotates the 1 st hook and the 2 nd hook of the 2 nd connector 1720b, and brings the 2 nd connector 1720b into a closed state. Accordingly, the 2 nd connector 1720b is connected to the guide rail 7a2.

The control processing unit 11 controls the slider motor 1915 to move the slider 1913 to the rear end of the body 1912 m. Accordingly, the position of the center of gravity of the body 1912m is shifted to the rear end of the body 1912m as compared with the center line. Then, the control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a 1. Accordingly, the unmanned aerial vehicle 10m advances.

(modification 2 of embodiment 8)

Since the basic configuration of the unmanned aerial vehicle 10m1 in the present modification is the same as that of the unmanned aerial vehicle in embodiment 8 or the like, the description of the basic configuration of the unmanned aerial vehicle 10m1 in the present modification will be omitted as appropriate below.

The unmanned aerial vehicle 10m1 further includes a 4 th connector 1720d in the body main body 1912m, which is different from modification 1 of embodiment 8 and the like.

The 4 th connector 1720d is arranged between the 1 st connector 1720a and the 3 rd connector 1720 c. The 4 th connector 1720d has the same structure as the 1 st connector 1720a, the 2 nd connector 1720b, and the 3 rd connector 1720c, and therefore, description thereof is omitted.

Work

Fig. 91 illustrates the manner in which the unmanned aerial vehicle 10m switches from the horizontal portion of the guide rail 7a1 to the inclined portion of the guide rail 7a2. Fig. 91 is a schematic view illustrating a state in which the 1 st connecting body 1720a is separated from the horizontal portion of the guide rail 7a1 by the unmanned aerial vehicle 10m according to modification 2 of embodiment 8.

The guide rail in this operation includes a horizontal portion of the guide rail 7a1 substantially parallel to the horizontal plane, and a part of the guide rail 7a2 of an inclined portion inclined with respect to the horizontal plane. Specifically, one end of the horizontal portion of the guide rail 7a1 and the other end of the inclined portion of the guide rail 7a2 are connected by the connecting portion 1632 a. The connecting portion 1632a is connected to and fixed to a rail support portion 1632 provided on a utility pole or the like provided on the ground or the like. In this operation, the unmanned aerial vehicle 10m1 travels from the guide rail 7a1 to the guide rail 7a2, and the 4 th link 1720d is opened during normal travel, as an example.

The unmanned aerial vehicle 10m1 travels along the guide rail 7a1 by rotating the side propeller 22a 1. As shown in a of fig. 91, when the distance between the connecting portion 1632a and the 1 st connecting body 1720a is smaller than the predetermined distance, the control processing portion 11 controls the 3 rd propeller drive motor 22a3 at the rear end to stop the rotation of the side propeller 22a1 so as to rotate the side propeller 22a 1. Accordingly, the unmanned aerial vehicle 10m1 stops traveling.

As shown in fig. 91 b, when the distance between the connecting portion 1632a and the 1 st link 1720a is smaller than the predetermined distance, the control processing portion 11 rotates the 1 st hook and the 2 nd hook of the 1 st link 1720a to open the 1 st link 1720 a. By opening the 1 st link 1720a, the 1 st hook and the 2 nd hook of the 1 st link 1720a do not come into contact with the connecting portion 1632a when the body 1912m passes vertically below the connecting portion 1632 a. The 4 th connecting body 1720d does not contact the connecting portion 1632 a.

The control processing unit 11 controls the slider motor 1915 to move the slider 1913 slightly rearward from the central axis of the body 1912 m. In this working example, the control processing unit 11 disposes the slider 1913 vertically below the 3 rd connecting body 1720 c. Accordingly, the position of the center of gravity of the body main body 1912m moves vertically below the 3 rd connecting body 1720 c.

The control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a 1. Accordingly, as shown in c of fig. 91, the unmanned aerial vehicle 10m1 advances, and the 1 st link 1720a and the 4 th link 1720d pass vertically below the connecting portion 1632 a. At this time, since the rail 7a2 is inclined upward with respect to the rail 7a1, even when the 1 st link 1720a is closed, the 1 st hook and the 2 nd hook come into contact with the rail 7a2 as indicated by the broken lines, and the 1 st link 1720a may not be connected to the rail 7a 2.

Fig. 92 is a schematic view illustrating a state in which the center of gravity of the body main body 1912m of the unmanned aerial vehicle 10m in modification 2 of embodiment 8 is moved to the rear end, and the 1 st link 1720a and the 4 th link 1720d are connected to the guide rail 7a2 of the inclined portion.

As shown in a of fig. 92, the control processing unit 11 rotates the 1 st hook and the 2 nd hook of the 2 nd connector 1720b to open the 2 nd connector 1720 b. The control processing unit 11 further moves the slider 1913 toward the rear end of the body 1912m by controlling the slider motor 1915. Accordingly, the position of the center of gravity of the body 1912m moves to the rear end of the body 1912 m.

Accordingly, the body 1912m is inclined in a posture along the guide rail 7a2 with the front end lifted. The control processing unit 11 rotates the 1 st hook and the 2 nd hook of the 1 st connector 1720a, and brings the 1 st connector 1720a into a closed state. Accordingly, the 1 st connecting body 1720a is connected to the guide rail 7a2.

As shown in fig. 92 b, the control processor 11 rotates the 1 st hook and the 2 nd hook of the 4 th connector 1720d to bring the 4 th connector 1720d into a closed state. Accordingly, the 4 th connecting body 1720d is connected to the guide rail 7a2. Then, the 1 st hook and the 2 nd hook of the 3 rd connecting body 1720c are rotated, and the 3 rd connecting body 1720c is opened.

As shown in fig. 92 c, the control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a 1. Accordingly, the unmanned aerial vehicle 10m1 advances, and as shown in fig. 92 c and fig. 93 a, the 3 rd link 1720c and the 2 nd link 1720b pass vertically below the connecting portion 1632a in this order.

Fig. 93 is a schematic view illustrating a state in which the center of gravity of the body main body 1912m of the unmanned aerial vehicle 10m in modification 2 of embodiment 8 is moved to the rear end, the 2 nd connector 1720b and the 3 rd connector 1720c are connected to the inclined portion guide rail 7a2, and the 4 th connector 1720 is separated from the inclined portion guide rail 7a2.

As shown in a of fig. 93, the control processing unit 11 rotates the 1 st hook and the 2 nd hook of the 3 rd connecting body 1720c to bring the 3 rd connecting body 1720c into a closed state. Accordingly, the 3 rd connecting body 1720c is connected to the guide rail 7a2.

As shown in b of fig. 93, the control processing unit 11 rotates the 1 st hook and the 2 nd hook of the 2 nd connector 1720b, and brings the 2 nd connector 1720b into a closed state. Accordingly, the 2 nd connector 1720b is connected to the guide rail 7a2. The control processing unit 11 rotates the 1 st hook and the 2 nd hook of the 4 th connector 1720d, and opens the 4 th connector 1720 d. Accordingly, the 4 th connecting body 1720d is disengaged from the guide rail 7a2. Then, the control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a 1. Accordingly, the unmanned aerial vehicle 10m1 advances.

Embodiment 9

[ constitution ]

Since the basic configuration of the unmanned aerial vehicle 10n in the present embodiment is the same as that of the unmanned aerial vehicle in embodiment 5 or the like, the description of the basic configuration of the unmanned aerial vehicle 10n in the present embodiment will be omitted as appropriate. In the present embodiment, the 1 st link 1720a of the unmanned aerial vehicle 10n is eccentric about the approximate center of the body main body 1912, unlike embodiment 5 and the like. In this embodiment, a lifting system, an unmanned aerial vehicle, or the like according to embodiments other than embodiment 5 may be used.

Fig. 94 is a schematic diagram illustrating the unmanned aircraft 10n according to embodiment 9. Fig. 95 is a schematic diagram illustrating the connection bodies 1720a and 1720c of the unmanned aerial vehicle 10n according to embodiment 9 in a side view. Fig. 96 a is a plan view illustrating the unmanned aerial vehicle 10n according to embodiment 9, and is an enlarged view of a part of the 3 rd connector 1720c and the turntable 1971a, and fig. 96 b is a schematic view illustrating a state of rotation around the center point, the 3 rd connector 1720c and the turntable 1971 a.

As shown in fig. 94 to 96, the body 1912 is designed such that the 1 st link 1720a moves by a predetermined angle θ about the substantially center of the body 1912. The 1 st link 1720a moves so as to draw an arc until a straight line connecting the 1 st link 1720a from the substantial center thereof to the longitudinal direction of the body main body 1912 reaches a predetermined angle θ. In the present embodiment, the predetermined angle θ is about 90 °.

Accordingly, a guide rail 1912a is formed on the body main body 1912 so that the 1 st link 1720a can slide. Specifically, the unmanned aerial vehicle 10n includes: a rotating disk 1912b that rotates along the extending direction of the guide rail 1912a, a rotating shaft 1912c that allows rotation of the rotating disk 1912b, and a motor 1912d that rotates the rotating shaft 1912 c.

As shown in fig. 95, the 1 st link 1720a is connected to and fixed to the upper surface of the rotary disk 1912 b. The rotating disk 1912b is also coupled to the rotating shaft 1912c, and rotates around the axial center of the rotating shaft 1912 c. When the rotating disk 1912b rotates, the rotating disk 1912b is guided by the guide rail 1912a of the body main body 1912, and the rotation amount thereof is restricted. The guide rail 1912a is arc-shaped having an angle of about 90 ° with respect to the axial center of the rotation shaft 1912 c. The rotation shaft 1912c is fixed to a central portion of the body main body 1912. Specifically, the rotation shaft 1912c is fixed to the body 1912 in a posture in which an extension line of the axis thereof is substantially orthogonal to the virtual plane. In the present embodiment, the rotation shaft 1912c is substantially located between the 1 st connecting body 1720a and the 3 rd connecting body 1720 c.

The 3 rd connecting body 1720c of the present embodiment is also located at a position deviated from the center point O of the turntable 1971a (an example of the 1 st fixing portion). Accordingly, as shown in fig. 96 a and b, the 3 rd link 1720c is eccentric around the center point O as the turntable 1971a rotates.

Working examples

First, as shown in fig. 97 to 102, the unmanned aerial vehicle 10n is shown as being switched from the guide rail 7a3 to the guide rail 7a 4. Fig. 97 is a schematic view showing a state in which the 1 st connector 1720a of the unmanned aircraft 10n according to embodiment 9 is opened. Fig. 98 is a schematic diagram illustrating an example of the eccentric state of the 1 st link 1720a of the unmanned aerial vehicle 10n with respect to the axial center of the rotary shaft 1912c in embodiment 9. Fig. 99 is a schematic diagram illustrating a state in which the 1 st connector 1720a of the unmanned aerial vehicle 10n in embodiment 9 is closed and the 3 rd connector 1720c is opened. Fig. 100 is a schematic view illustrating a state in which the 3 rd link 1720c of the unmanned aircraft 10n in embodiment 9 is eccentric with respect to the center point of the turntable 1971a, and the 3 rd link 1720c is closed. Fig. 101 is a schematic view illustrating a state in which the 2 nd connector 1720b of the unmanned aerial vehicle 10n in embodiment 9 is opened and the body main body 1912 is rotated. Fig. 102 is a schematic diagram illustrating a state in which the 2 nd connector 1720b of the unmanned aircraft 10n in embodiment 9 is closed.

As shown in a of fig. 97, the guide rail in this operation includes a guide rail 7a3 extending in a direction substantially parallel to the horizontal plane, and a turning guide rail 7a4 extending in a direction substantially parallel to the horizontal plane and inclined with respect to the guide rail 7a 3. Specifically, one end of the guide rail 7a3 is connected to the other end of the guide rail 7a4. The connection portion of the rail 7a3 and the rail 7a4 is also referred to as a bent portion 7aa. In this operation, the unmanned aerial vehicle 10n travels from the guide rail 7a3 to the guide rail 7a4, for example.

The unmanned aircraft 10n travels along the guide rail 7a3 by rotating the side propeller 22a1 by the 3 rd propeller drive motor 22a3 at the rear end shown in fig. 58A and the like, for example. The control processing unit 11 determines whether or not the distance between the guide rail 7a4 and the 1 st connecting body 1720a is smaller than a predetermined distance.

When the distance between the guide rail 7a4 and the 1 st connecting body 1720a is smaller than the predetermined distance, the control processing unit 11 rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 1 st connecting body 1720a to open the 1 st connecting body 1720a as shown in fig. 97 b because the 1 st connecting body 1720a is located at a position close to the bent portion 7aa. At this time, the control processing unit 11 shown in fig. 1A and the like stops the rotation of the side propeller 22a1 by controlling the 3 rd propeller drive motor 22a 3. Accordingly, the unmanned aerial vehicle 10n stops traveling.

When the 1 st link 1720a is opened, the control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a 1. Accordingly, as shown in a of fig. 98, when the 1 st link 1720a passes vertically below the bent portion 7aa, the unmanned aerial vehicle 10n advances until the 3 rd link 1720c approaches the guide rail 7a4. When the distance between the guide rail 7a4 and the 3 rd connecting body 1720c is smaller than the predetermined distance, the control processing unit 11 controls the 3 rd propeller drive motor 22a3 to stop the rotation of the side propeller 22a 1. Accordingly, the unmanned aerial vehicle 10n stops traveling.

The control processing unit 11 drives and controls the motor 1912d to rotate the rotation shaft 1912c of fig. 95. Specifically, the control processing unit 11 performs drive control of the motor 1912d to rotate the rotation shaft 1912c of fig. 95 so that the 1 st link 1720a overlaps the guide rail 7a4 in a plan view. Accordingly, as shown in fig. 95 and fig. 98 b, the 1 st link 1720a rotates about the axis of the rotation shaft 1912c (rotates counterclockwise) by the rotation of the rotation shaft 1912c, and moves vertically below the guide rail 7a4. Accordingly, the 1 st connecting body 1720a is disposed vertically below the guide rail 7a4. In the present embodiment, the 1 st connecting body 1720a is disposed on the left side of the body main body 1912 in a plan view. In a plan view, the 1 st connecting body 1720a may be disposed on the right side of the body main body 1912 due to a different bending manner of the bending portion 7 aa.

As shown in a of fig. 99, the control processing unit 11 rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 1 st connecting body 1720a to bring the 1 st connecting body 1720a into a closed state. The 1 st connecting body 1720a is closed, and the 1 st connecting body 1720a is connected to the guide rail 7a4.

Since the 3 rd connector 1720c is located at a position close to the bending portion 7aa, when the 1 st connector 1720a is in a closed state, the control processing unit 11 rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 3 rd connector 1720c as shown in fig. 99 b, and opens the 3 rd connector 1720 c.

When the 3 rd connector 1720c is opened, the control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a 1. Accordingly, as shown in a of fig. 100, the unmanned aerial vehicle 10n advances forward until the 3 rd connecting body 1720c passes vertically below the bent portion 7 aa.

When the 3 rd connector 1720c of the unmanned aircraft 10n passes vertically below the bent portion 7aa, the control processing unit 11 controls the 3 rd propeller drive motor 22a3 at the rear end to stop the rotation of the side propeller 22a 1. Accordingly, when the 3 rd connector 1720c passes immediately below the bent portion 7aa, the unmanned aerial vehicle 10n stops traveling.

The control processing unit 11 rotates the rotary table 1971a to make the 3 rd link 1720c in the opened state eccentric around the center point O. Specifically, the control processing unit 11 decenters the 3 rd connecting body 1720c around the center point O so that the openings of the 1 st hook 1721 and the 2 nd hook 1722 of the 3 rd connecting body 1720c intersect with the guide rail 7a 4. Accordingly, the 3 rd link 1720c is eccentric in the counterclockwise direction by the rotation of the turntable 1971a, and moves vertically below the guide rail 7a 4. Accordingly, the 3 rd connecting body 1720c is disposed vertically below the guide rail 7a 4.

As shown in b of fig. 100, the control processing unit 11 rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 3 rd connector 1720c to bring the 3 rd connector 1720c into a closed state. The 3 rd connecting body 1720c is closed, and thereby the 3 rd connecting body 1720c is connected to the guide rail 7a3.

When the 3 rd connecting body 1720c is in the closed state, the 2 nd connecting body 1720b is located at a position close to the bending portion 7aa, and therefore, as shown in a of fig. 101, the control processing portion 11 rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 2 nd connecting body 1720b to bring the 2 nd connecting body 1720b into the open state.

As shown in fig. 95 and 101 b, the control processing unit 11 drives and controls the motor 1912d to rotate the rotation shaft 1912c, and returns the 1 st link 1720a to the original position and simultaneously returns the 3 rd link 1720c to the original position by rotating the rotation table 1971 a.

Specifically, the control processing unit 11 rotates the rotating shaft 1912c so that the 1 st link 1720a is positioned at the center in the width direction of the body main body 1912 (the 1 st link 1720a, the 3 rd link 1720c, and the 2 nd link 1720b are aligned in a straight line), and rotates the rotating disc 1912b around the axial center (clockwise rotation). By the rotation of the rotation shaft 1912c, the rotation plate 1912b rotates (rotates clockwise) around the shaft center, and the 1 st link 1720a returns to the original position.

The processing unit 11 is controlled to rotate (clockwise) the turntable 1971a so that the opening surfaces of the 1 st hook 1721 and the 2 nd hook 1722 of the 3 rd connector 1720c and the opening surfaces of the 1 st hook 1721 and the 2 nd hook 1722 of the 2 nd connector 1720b face each other (become substantially parallel to each other). By the rotation of the rotary table 1971a, the 3 rd link 1720c is eccentric (eccentric in the clockwise direction) around the center point O, and thus the 3 rd link 1720c returns to the original position.

The body 1912 rotates (rotates counterclockwise) in the same manner by the force of the 1 st link 1720a and the 3 rd link 1720 c. Thus, the 1 st connecting body 1720a, the 3 rd connecting body 1720c, and the 2 nd connecting body 1720b return to their original positions so that the opening surfaces of the 1 st hook 1721 and the 2 nd hook 1722 face each other (become substantially parallel to each other).

When the body main body 1912 rotates, the control processing unit 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a1 when all the postures of the 1 st link 1720a, the 3 rd link 1720c, and the 2 nd link 1720b are returned to the original state. Accordingly, the unmanned aerial vehicle 10n travels forward until the 2 nd link 1720b passes vertically below the bent portion 7aa, as shown in a of fig. 102.

When the 2 nd connector 1720b passes vertically below the bent portion 7aa, the control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to stop the rotation of the side propeller 22a1 in the unmanned aircraft 10 n. Accordingly, the unmanned aerial vehicle 10n stops when the 2 nd connector 1720b passes immediately below the bent portion 7 aa.

As shown in fig. 102 b, the control processing unit 11 rotates the 1 st hook 1721 and the 2 nd hook 1722 of the 2 nd connector 1720b to bring the 2 nd connector 1720b into a closed state. The 2 nd link 1720b is connected to the guide rail 7a4 by the 2 nd link 1720b being in a closed state.

Accordingly, the unmanned aerial vehicle 10n can be connected from the rail 7a3 to the rail 7a4. The control processor 11 controls the 3 rd propeller drive motor 22a3 at the rear end to rotate the side propeller 22a 1. Accordingly, the unmanned aerial vehicle 10n starts traveling on the guide rail 7a4.

Embodiment 10

[ constitution ]

Since the basic configuration of the lift system 5b and the unmanned aerial vehicle 10n1 in the present embodiment is the same as that of the lift system and the unmanned aerial vehicle in embodiment 1 or the like, the description of the basic configuration of the lift system 5b and the unmanned aerial vehicle 10n1 in the present embodiment will be omitted as appropriate. In this embodiment, the difference from embodiment 1 and the like is that in the lifting system 5b, the 2 nd thrust device 130 is housed in the 1 st thrust device 110. In this embodiment, the lifting system, the unmanned aerial vehicle, and the like according to embodiments other than embodiment 1 may be used.

Fig. 103 is a schematic diagram illustrating the unmanned aerial vehicle 10n1 according to embodiment 10 and a state in which the unmanned aerial vehicle 10n1 stores the cargo in the delivery box 8. A1 of fig. 103 is a side view of the unmanned aerial vehicle 10n 1. A2 of fig. 103 is a front view of the unmanned aerial vehicle 10n 1. B1 of fig. 103 is a side view illustrating a state in which the 2 nd thrust device 130 is lowered from the unmanned aircraft 10n 1. B2 of fig. 103 is a front view illustrating a state in which the 2 nd thrust device 130 is lowered from the unmanned aircraft 10n 1. Fig. 103 c is a side view illustrating a state in which the 1 st thrust device 110 and the 2 nd thrust device 130 are lowered from the unmanned aircraft 10n1 and the cargo is stored in the express box 8. Fig. 103 d is a side view illustrating the manner in which the 1 st thrust device 110 and the 2 nd thrust device 130 are lowered and moved in the horizontal direction, and the cargo is stored in the express box 8.

As shown in a1 and a2 of fig. 103, a space capable of accommodating the 2 nd thrust device 130 is formed inside the 1 st thrust device 110. Specifically, the support body 111 of the 1 st thrust device 110 shown in fig. 1A and the like is a rectangular parallelepiped frame or case, for example, and the 2 nd thrust device 130 can be accommodated therein. Therefore, the support 111 is larger than the 2 nd thrust device 130. The 2 nd thrust device 130 can be loaded with cargo.

When the unmanned aircraft 10n1 is traveling, the 2 nd thrust device 130 is housed in the 1 st thrust device 110. In addition, the 2 nd thrust device 130 may be exposed from the 1 st thrust device 110 to travel while the unmanned aircraft 10n1 is traveling.

As shown in b1 and b2 of fig. 103, when the 1 st thrust device 110 and the 2 nd thrust device 130 are affected by the crosswind during traveling of the unmanned aircraft 10n1, the 1 st thrust device 110 and the 2 nd thrust device 130 can rotate the propeller 113 disposed on the surface facing the crosswind to deviate from the reference course, thereby reducing the effect of the crosswind. The unmanned aerial vehicle 10n1 may be provided with, for example, a wind meter or the like.

When the unmanned aerial vehicle 10n1 reaches vertically above the express box 8, the unmanned aerial vehicle 10n1 lowers the 1 st thrust device 110 and the 2 nd thrust device 130 together. In addition, when the influence of the crosswind is received during the descent of the 1 st thrust device 110 and the 2 nd thrust device 130, the 1 st thrust device 110 and the 2 nd thrust device 130 rotate the propeller 113 arranged on the surface facing the crosswind, thereby reducing the influence of the crosswind.

When the 1 st thrust device 110 and the 2 nd thrust device 130 are lowered to a predetermined distance, only the 2 nd thrust device 130 is further lowered with respect to the 1 st thrust device 110. Then, in the example of c in fig. 103, the 2 nd thrust device 130 reaches the opening surface of the opening 8a of the express box 8. Further, in the case where the guide rail 7 is not provided vertically above the express box 8, as shown in d of fig. 103, the 1 st thrust device 110 and the 2 nd thrust device 130 can be moved horizontally and lowered until the position is vertically above the express box 8, whereby the 2 nd thrust device 130 can be brought to the opening surface of the opening 8a of the express box 8.

The unmanned aerial vehicle 10n1 may include an umbrella 110k as in fig. 104 to be described later. For example, in the case of weather such as rain or snow, when the 2 nd thrust device 130 of the unmanned aircraft 10n1 is used to put the cargo into the express box 8, the express box 8 needs to be opened with the cover 8f (an example of a door), and when the cover 8f is opened, rain or snow or the like enters the interior of the express box 8. Accordingly, umbrella 110k can be provided in thrust device 1. For example, umbrella 110k is disposed vertically above support 111 of 1 st thrust device 110. The umbrella 110k can be folded (closed) when it is not in weather such as rain, snow, etc. The umbrella 110k has a tapered shape, a truncated cone shape, a hemispherical shape, or the like when opened. The umbrella 110k can be opened in the weather of rain, snow, etc. The opening and closing of the umbrella 110k can be performed by the control processing unit 11 of the unmanned aerial vehicle 10n1 shown in fig. 104, for example. The control processing unit 11 controls a driving unit for opening and closing the umbrella 110k, thereby opening and closing the umbrella 110k.

The control processing unit 11 can determine whether or not the weather is such as rain or snow by obtaining weather information from an external server or the like. The control processing unit 11 determines whether or not there is rain, snow, or the like by, for example, capturing an image of the surroundings with the camera sensor 45 shown in fig. 104.

Working examples

Fig. 104 is a schematic diagram illustrating how the unmanned aerial vehicle 10n1 according to embodiment 10 stores cargo in the express box 8 in a rainy day. In this working example, a case where the surroundings are rainy is assumed. And in this working example, the cargo is loaded on the 2 nd thrust device 130.

As shown in a and b of fig. 104, the unmanned aerial vehicle 10n1 reaches vertically above the delivery box 8 as the delivery recipient in a state of being connected to the guide rail 7. When the unmanned aircraft 10n1 arrives, for example, the thrust control unit 124 of the 1 st thrust device 110 shown in fig. 1A controls the wire control module 125, and starts to discharge the wire 51. Accordingly, the 1 st thrust device 110 and the 2 nd thrust device 130 descend together with the cargo.

When the wire 51 is fed out, and the distance between the cargo and the delivery box 8 is a predetermined distance, the wire control module 125 of the 1 st thrust device controls the driving unit of the 1 st thrust device 110 so that the umbrella 110k provided in the 1 st thrust device 110 is opened, as shown in fig. 104 c. Accordingly, even if it rains, it is possible to shield the umbrella 110k from rain, so that the express box 8 vertically below the umbrella 110k is not easily wetted by rain.

When the umbrella 110k is opened, the express box 8 opens the cover 8f, causing the opening 8a to open. And, when the 2 nd thrust device 130 or the goods further approaches the express box 8, the express box 8 may open the cover 8f and the opening 8 a.

At this time, the control processing unit 11 may cause the express box 8 to open the lid 8f by, for example, the 2 nd communication unit 13 shown in fig. 1A or the like, transmitting an instruction to cause the lid 8f to open to the express box 8. When the express box 8 is mounted with a sensor such as a camera sensor or a proximity sensor, the 2 nd thrust device 130 and whether or not the load is approaching within a predetermined distance can be detected by the sensors, and the cover 8f is automatically opened by the express box 8.

Even if the opening 8a is opened, since the umbrella 110k can shield rainwater, it is possible to suppress rainwater from entering the interior of the express box 8.

As shown in d of fig. 104, when the lid 8f of the express box 8 is opened and the opening 8a is also opened, the 1 st thrust device 110, the 2 nd thrust device 130, and the cargo reach the opening surface of the opening 8a so as to cover the opening 8 a. As shown in e of fig. 104, the thrust control unit 124 of the 2 nd thrust device 130, for example, as shown in fig. 1A, controls the wire control module 145 to start the wire 52 to be fed out. Accordingly, the 2 nd thrust device 130 and the cargo are lowered. When the 2 nd thrust device 130 reaches the bottom of the express box 8, the 2 nd thrust device 130 unloads the goods and stores the goods into the express box 8.

As shown in fig. 105 a, when the load is unloaded, the thrust control unit 144 of the 2 nd thrust device 130 controls the wire control module 145 to start winding the recovery wire 52. Accordingly, the 2 nd thrust device 130 is lifted up and stored in the 1 st thrust device 110, and the thrust control unit 144 of the 2 nd thrust device 130 controls the wire control module 145 to stop winding and recovery of the wire 52.

When the 2 nd thrust device 130 is housed in the 1 st thrust device 110, the thrust control unit 124 of the 1 st thrust device 110 controls the wire control module 125, and starts winding and recovery of the wire 51. Accordingly, when the 1 st thrust device 110 and the 2 nd thrust device 130 are lifted up and spaced apart from the opening surface of the opening 8a of the delivery box 8 by a predetermined distance, as shown in b and c of fig. 105, the delivery box 8 rapidly closes the lid 8f, thereby closing the opening 8 a.

As shown in fig. 105 d, when the lid 8f of the express box 8 is closed, the control processing unit 11 controls the driving unit of the 1 st thrust device 110 so that the umbrella 110k provided in the 1 st thrust device 110 is closed.

The thrust control unit 124 of the 1 st thrust device 110 controls the wire control module 125, and continues winding the recovered wire 51 to raise the 1 st thrust device 110 and the 2 nd thrust device 130. Then, as shown in e of fig. 105, the 1 st thrust device 110 and the 2 nd thrust device 130 are mounted on the unmanned aircraft 10n1, and the thrust control unit 124 of the 1 st thrust device 110 controls the wire control module 125 to stop winding and recovery of the wire 51. Then, the unmanned aerial vehicle 10n1 returns to the delivery sender.

Embodiment 11

Since the basic configuration of the express box 8 in the present embodiment is the same as that of the express box in embodiment 1 or the like, and the basic configuration of the unmanned aerial vehicle 10 is the same as that of the unmanned aerial vehicle in embodiment 1 or the like, the description of the basic configurations of the express box 8 and the unmanned aerial vehicle 10 in the present embodiment will be omitted as appropriate. In this embodiment, the lifting system, the unmanned aerial vehicle, and the like according to embodiments other than embodiment 1 may be used.

In the present embodiment, a description will be given of a delivery system 1A (an example of a system) that executes a travel plan for delivering cargo to an express box 8 by using an unmanned aircraft 10. Fig. 106 is a schematic diagram illustrating how a commodity ordered by a user is distributed by the distribution system 1A according to embodiment 11. Cargo is an example of a shipment.

Summary

As shown in fig. 106, a user orders a commodity from the distribution system 1A via a terminal device 2210 such as a smart phone or a tablet computer. The delivery system 1A delivers goods as ordered goods to users. That is, the delivery system 1A can store the goods as ordered goods in the express box 8 of the user. The delivery system 1A manages the package of the goods, the delivery timing of the goods, the prediction period required for delivery, the delivery timing of the goods, and the like according to the type, state, and the like of the goods, and stores the goods in the express box 8 when a predetermined condition is satisfied.

However, although the user orders the goods through the terminal device 2210, if the interior of the express box 8 is in a full state, the unmanned aerial vehicle 10 cannot store the goods in the express box 8. In this case, after the user takes out the goods in the express box 8, the goods can be stored in the empty express box 8. Therefore, the delivery system 1A can reliably deliver the cargo to the delivery box 8.

In addition, when the commodity ordered by the user is clothing, shoes, watches, backpacks, or the like, it is generally determined whether the commodity is a desired commodity by the user trying on the user or the like. Therefore, the delivery system 1A delivers the product to the user a plurality of times until the user decides to purchase the product, for example, when the product is required to be tried on. Accordingly, by the user trying on the commodity, it is possible to determine whether to purchase the commodity.

In addition, when the cargo is a frozen food, a refrigerated food, a stretched noodle, a pizza, or the like (an example of a transport object that requires cold or heat insulation), the cargo box 2220 and the delivery box 8 of the unmanned aerial vehicle 10 need to have a certain heat insulation property. Further, the unmanned aerial vehicle 10 is required to store the cargo in the express box 8 within a predetermined period. Therefore, depending on the type of cargo, strict time management may be required. For example, frozen foods such as ice cream are not only goods that need to be delivered to users in a frozen state, but also goods that have a property of being easily melted. Foods requiring heat preservation, such as stretched noodles and takeaway pizzas, are both goods that need to be delivered to users while hot and goods that have properties that are easily cooled. Therefore, the distribution system 1A distributes the commodity in consideration of the time required for distribution, the temperature at the time of transmission, the climate, the air temperature, and the like when the thermal insulation property is required for the commodity or the like.

[ distribution System 1A ]

Fig. 107 is a block diagram illustrating a distribution system 1A according to embodiment 11.

As shown in fig. 107, the distribution system 1A includes: a terminal apparatus 2210, a retail system 2211, a plurality of store systems 2212, an operation management system 2213, an unmanned aerial vehicle 10, a delivery box 8, and the like.

The terminal device 2210 is a smart phone, a tablet terminal, a personal computer, or the like, on which a user Application (APP) is mounted. When a user wants to order a product from the retail system 2211, a menu screen of the product, service, or the like is displayed on the terminal device 2210 using a user Application (APP) at the time of ordering the product. The terminal apparatus 2210 performs user registration by using the displayed menu screen by the user operation.

After the user has registered, when the user orders a commodity using the terminal apparatus 2210, the terminal apparatus 2210 accesses the retail system 2211 that manages the plurality of store systems 2212 by the user's operation. The user application displays the products of the plurality of store systems 2212, the stock status of the products, and the like on the menu screen. The terminal apparatus 2210, that is, the user application, receives order information, that is, information related to the order of the commodity by the operation of the user, and transmits the received order information to the retail system 2211 and to the store system 2212 via the retail system 2211. Here, the order information is information showing a commodity selected by the user, the weight of the commodity, the user name, the address of the user, the desired delivery time (reaching the desired time), and the like. The desired delivery time is a time when the goods are delivered to the user or a time when the goods are stored in the express box 8.

The retail system 2211 is a system that manages a plurality of store systems 2212. For example, the retail system 2211 obtains inventory information, which is information showing the inventory of the commodities held by each of the plurality of store systems 2212, from each of the plurality of store systems 2212, and aggregates the commodities for presentation to the user by the user application. That is, the retail system 2211 centrally manages the stock conditions (stock information) of all the commodities held by each of the plurality of store systems 2212. The retail system 2211 may transmit inventory information to the terminal device 2210. Accordingly, the commodity, the stock condition of the commodity, and the like are displayed on a menu screen of the user Application (APP).

The retail system 2211 manages information about users registered by the users as a customer database. The customer database is information in which various pieces of information about users are collected. The information about the user is, for example, the address of the user, the name of the user, the telephone number of the user, the age of the user, the sex of the user, the commodity purchase history, and the like.

Upon receiving order information for deciding to purchase a commodity from the terminal device 2210, the retail system 2211 notifies the terminal device 2210 of the end of the checkout. Accordingly, a checkout end notification is displayed on a menu screen of the user Application (APP). The user can confirm that the commodity is purchased based on the display of the checkout completion notification. Upon receiving order information from terminal device 2210, retail system 2211 transmits the order information to store system 2212 which holds the products indicated by the order information.

In addition, when the product required by the user is not available in the store system 2212, the retail system 2211 may present a substitute product similar to the product required by the user to the terminal device 2210.

The store system 2212 is a system built in a store for distributing commodities ordered by a user. The store system 2212 performs unified management of distribution management of commodities ordered by a user, management of a plurality of commodities in a store, management of stock conditions of commodities that can be sold by the store, and the like. Store system 2212 transmits inventory information to retail system 2211 at regular intervals.

The store system 2212 requests the delivery of goods to the operation management system 2213 when receiving order information from the terminal device 2210 through the retail system 2211. That is, the store system 2212 transmits a delivery request corresponding to the order information to the operation management system 2213.

The operation management system 2213 manages each of the plurality of unmanned aerial vehicles 10 for delivering goods as goods to the user who ordered the goods. The operation management system 2213 manages the navigation of each of the plurality of unmanned aerial vehicles 10, and when order information is acquired (an example of the 1 st acquisition step), for example, extracts unmanned aerial vehicles 10 that can be delivered up to a desired delivery time indicated by the order information from among the plurality of unmanned aerial vehicles 10. The operation management system 2213 loads the cargo as a commodity to the extracted unmanned aerial vehicle 10, and moves the unmanned aerial vehicle 10 to the address of the user shown in the order information. When the unmanned aerial vehicle 10 capable of delivering the cargo does not exist until the desired delivery time indicated by the order information, the operation management system 2213 may transmit a notification that delivery is not possible to the terminal device 2210 of the user. Such notification may be displayed on a menu screen of the terminal apparatus 2210 when the user orders a commodity.

The unmanned aerial vehicle 10 distributes the loaded cargo to the user through operation management by the operation management system 2213. For example, when cargo is loaded, the unmanned aerial vehicle 10 moves to the address of the user shown by the order information (one example of the 1 st acquisition step) acquired from the operation management system 2213. When the unmanned aerial vehicle 10 moves in a state where the cargo is loaded, the positional information indicating the current position of the unmanned aerial vehicle 10 may be obtained by a GPS sensor (an example of the 2 nd obtaining step), or the image information may be obtained by capturing the surroundings of the unmanned aerial vehicle 10 by the camera sensor 45. The unmanned aerial vehicle 10 transmits the acquired position information and image information to the operation management system 2213 at predetermined intervals. In addition, the information transmitted by the unmanned aerial vehicle 10 may be only location information.

The unmanned aerial vehicle 10 not only transmits the position information and the image information to the operation management system 2213, but also receives control instructions such as a route instruction, a work instruction, and the like from the operation management system 2213. The route instruction is an instruction for causing the unmanned aerial vehicle 10 to travel along the travel route. The route instruction also includes an instruction such as route change. The operation instructions include instructions of suspension, re-running, winding recovery of the wire, payout, etc.

Image information is obtained from the unmanned aerial vehicle 10 through the operation management system 2213 so that an operator can monitor the state of the unmanned aerial vehicle 10. That is, the operation management system 2213 displays the image information to an operator as a manager.

When the positional information is obtained from the unmanned aerial vehicle 10, the operation management system 2213 calculates the arrival time at which the unmanned aerial vehicle 10 loaded with the cargo arrives at the address of the user, that is, the arrival prediction time, based on the positional information and the like. The operation management system 2213 may further calculate the arrival prediction time more accurately based on the weight of the commodity, the performance of the unmanned aerial vehicle 10, the operation state of other unmanned aerial vehicles 10, weather, the address of the user, and the like. The operation management system 2213 calculates the arrival prediction time every time positional information is obtained from the unmanned aerial vehicle 10 or at predetermined time intervals. The operation management system 2213 transmits information showing the calculated arrival prediction time and position information to the terminal apparatus 2210. Accordingly, the terminal device 2210 displays the arrival prediction time indicated by the information received from the operation management system 2213 and the current position of the unmanned aerial vehicle 10 indicated by the position information on the menu screen of the user application.

In addition, in the case where the unmanned aerial vehicle 10 cannot deliver the cargo due to some kind of trouble, the delivery system 1A takes measures such as refund or delivery of a substitute commodity when the cargo or the like cannot be delivered in a state where the quality of the cargo is maintained.

Fig. 108 is a schematic diagram illustrating how the unmanned aerial vehicle 10 of the delivery system 1A in embodiment 11 recognizes the express box 8 and delivers the cargo, and an oblique view of the express box 8.

As shown in fig. 108, the delivery box 8 is disposed at a position corresponding to the address of the user indicated by the order information, for example. When the unmanned aerial vehicle 10 reaches the vertically upper side of the corresponding express box 8, the unmanned aerial vehicle 10 obtains information showing a satisfactory state or information showing an empty state.

As an example, the unmanned aerial vehicle 10 confirms that the express box 8 is empty or full. Specifically, the express box 8 displays the coded medium 8x that can be recognized by the camera sensor 45 of the unmanned aerial vehicle 10 on the upper surface in the vertical direction of itself. The display state in the coded medium 8x is full or empty. The coded medium 8x may also be represented by an ID for identifying the express box 8, a name of the user who uses the express box 8, an address of the user, and the like. For example, when the goods are stored in the express box 8, the information is rewritten to information showing a status in which the goods are stored in the box. When the goods in the interior are taken out, the express box 8 rewrites the information to information showing an empty state in which the goods are not stored. In the present embodiment, the medium 8x after being coded is disposed near the corner of the upper surface in the vertical direction, and has a size of about 10cm×10 cm.

And as another example, the express box 8 may confirm whether it is empty or full of goods stored in itself. After confirming that the vehicle is empty or full, the delivery box 8 may transmit information indicating the status of the delivery box or information indicating the status of the delivery box to the unmanned aerial vehicle 10, or may rewrite the coded medium 8 x.

When the unmanned aerial vehicle 10 reads the information indicating the satisfactory state from the delivery box 8, the information indicating the satisfactory state is transmitted to the terminal apparatus 2210 via the operation management system 2213. Accordingly, the user can recognize that the unmanned aerial vehicle 10 cannot store the cargo because the express box 8 is displayed in the menu screen of the terminal apparatus 2210 in a satisfactory state. Therefore, the user can take out other goods stored in the express box 8, and the inside of the express box 8 is empty. After taking out other goods from the interior of the delivery box 8, the user notifies that the goods have been taken out via the menu screen of the terminal apparatus 2210. Accordingly, the unmanned aerial vehicle 10 can store the cargo inside the express box 8.

The express box 8 has a box body, an opening/closing sensor, a weight sensor, and an electric quantity sensing circuit.

The express box 8 opens the cover 8f when receiving goods. At this time, when the opening/closing sensor of the express box 8 senses that the cover 8f is opened, the express box 8 transmits information showing that the cover 8f is opened to the terminal apparatus 2210 through the communication section. And, when the goods are stored in the express box 8 and loaded inside, the express box 8 closes the cover 8f. At this time, when the opening/closing sensor of the express box 8 senses that the cover 8f is closed, the express box 8 prompts information indicating that the cover 8f has been closed by rewriting the coded medium 8 x. The express box 8 may transmit information indicating that the cover 8f is closed to the terminal apparatus 2210 via the communication unit.

The express box 8 can generate power with the opening/closing energy of the cover 8f. Therefore, when the goods are stored in the express box 8 or taken out, the express box 8 can generate electricity by opening and closing the cover 8f. In addition, solar energy can be used to generate electricity from solar energy. When the electric quantity sensing circuit senses that the electric quantity stored by the electric power generation is equal to or greater than a predetermined value (a predetermined value) (an example of a measurement step of measuring the electric quantity), the weight sensor senses the weight inside. When the weight sensor senses the internal weight, the express box 8 rewrites the coded medium 8x to present information indicating the weight of the cargo, that is, present weight information. The delivery box 8 may transmit weight information, which is information indicating the weight of the goods, to the terminal device 2210 through the communication unit. Accordingly, the terminal apparatus 2210 displays the menu screen for the user application with the weight of the goods and the cover 8f of the express box 8 being opened and closed (the cover 8f being opened or the cover 8f being closed). Further, the operation management system 2213 can determine whether the goods are stored therein according to the weight of the goods.

[ thermal insulation of the cargo box 2220 and the delivery box 8 of the unmanned aerial vehicle 10 ]

Fig. 109 is a diagram illustrating an example of a mode used for securing heat insulation properties of the cargo box 2220 and the delivery box 8 of the unmanned aerial vehicle 10 of the delivery system 1A in embodiment 11. In the present embodiment, the cargo box 2220 of the unmanned aerial vehicle 10 uses a loading method.

As shown in fig. 109, when the cargo is a cold food, a cold stock food, a hot food, or the like, the cargo box 2220 of the unmanned aerial vehicle 10 preferably has a heat-retaining function for a predetermined period of time. That is, when the unmanned aerial vehicle 10 transports the cargo, it is necessary to consider the distribution time, the air temperature, the climate, and the like of the travel route of the unmanned aerial vehicle 10. Therefore, the cargo box 2220 and the express box 8 of the unmanned aerial vehicle 10 of the present embodiment have the following functions. The cargo box 2220 of the unmanned aerial vehicle 10 may not be mounted on the 1 st thrust device or the 2 nd thrust device, and may be mounted directly on the unmanned aerial vehicle.

The cargo box 2220 of the unmanned aerial vehicle 10 is a cargo box 2220 covered with a heat insulating material 2222 having a high heat insulating effect. The cargo box 2220 is constructed to include: a container body 2221 capable of entirely covering the periphery of the cargo, a heat insulating material 2222 filled in the entire interior of the container body 2221, and a Peltier (Peltier) element 2223. The heat insulating material 2222 is formed in the cargo box body 2221 so as to be laminated on the rear surface of the cargo box body 2221, and covers the entire space for disposing the cargo. The peltier element 2223 is disposed so as to dig out a part of the heat insulating material 2222 inside the container body 2221. By providing the peltier element 2223, the interior of the cargo box 2220 can be automatically cooled or automatically heated. The peltier element 2223 of the present embodiment is formed in a box body 2221 or the like having a cubic shape. For example, when cooling the inside of the container 2220, one side of the peltier element 2223 becomes cold and the other side becomes hot, and therefore the other side is selected to be exposed to the outside of the container 2220. In the present embodiment, the peltier element 2223 is used for the cargo box 2220, but the peltier element 2223 may not be used. For example, the source may cool or warm the container 2220 in advance.

When the unmanned aerial vehicle 10 transports cargo, the cargo in the cargo box 2220 is packaged by a box or the like. The boxes for packing goods are styrofoam, corrugated board, etc. Accordingly, the heat insulating property of the cargo can be further improved. In the present embodiment, the cargo box 2220 of the unmanned aerial vehicle 10 has a high heat insulating effect, and therefore, heat insulation can be achieved without disposing a heat insulating agent. Further, since the heat insulating agent is not required, the increase in the cost of delivering the cargo can be suppressed. The heat retaining agent includes a cold retaining agent for maintaining the temperature of the commodity at a cold temperature, and a heat retaining agent for maintaining the temperature of the commodity at a hot temperature.

In addition, when the cargo box of the unmanned aerial vehicle 10 is of the turn-around type, the cargo box is used as an express box, and the entire cargo box is delivered to the user. In this case, the user needs to keep the cargo box, and the unmanned aerial vehicle needs to be moved again to the express recipient in order to retrieve the cargo box. Therefore, the efficiency of utilization of the unmanned aerial vehicle may be reduced.

In addition, when the cargo box of the unmanned aerial vehicle is a simple packaging system, the simply packaged cargo box can be used as an express box, and the entire simply packaged cargo box can be delivered to the user. In this case, the user can discard the container with simple packaging, and therefore, it is not necessary to store the container. However, in order to achieve insulation, insulation agents are used inside the container. This may be associated with the disposal of the cold insulation material, which may result in increased cost of delivery of the goods. In addition, when the unmanned aircraft delivers cargo, the temperature inside the cargo box is likely to change, and therefore, there is a possibility that the heat insulation performance cannot be ensured. In this case, there may be a case where the unmanned aerial vehicle cannot deliver the cargo in a state where the quality of the cargo is maintained.

Therefore, in the present embodiment, when the commodity is a commodity for which thermal insulation is required, for example, the delivery system 1A predicts the time at which the commodity is to be stored in the delivery box 8 of the user who is the delivery recipient, calculates the delivery prediction period showing the period from the time at which the commodity is to be delivered to the predicted time, and determines whether or not the allowable delivery time (time at which delivery is possible) is satisfied based on the calculated delivery prediction period. If the predetermined condition is not satisfied, that is, if the distribution prediction period exceeds the allowable distribution time, the distribution system 1A cannot distribute the product in a state where the quality of the product is ensured, based on the calculated distribution prediction period. In this case, the delivery system 1A stops delivery of the delivered cargo and recovers the delivered cargo. That is, the allowable delivery time is a time to be delivered to the user while ensuring the quality of the commodity as the cargo.

Working example 1

Next, the operation of the delivery system 1A is to confirm whether the unmanned aerial vehicle 10 is in a full state or an empty state of the delivery box 8 when the unmanned aerial vehicle 10 reaches a position vertically above the delivery box 8.

Fig. 110 is a flowchart illustrating an operation performed when the unmanned aerial vehicle 10 of the delivery system 1A in working example 1 of embodiment 11 confirms whether the delivery box 8 is full or empty.

As shown in fig. 110, the unmanned aerial vehicle 10 arrives vertically above the express box 8 of the express delivery recipient (S2201).

The unmanned aerial vehicle 10 obtains information showing whether the interior of the express box 8 is full or empty. In this working example, the coded medium 8x is captured by the camera sensor 45 of the unmanned aerial vehicle 10, and the unmanned aerial vehicle 10 obtains information indicating a full state or information indicating an empty state. The control processing unit 11 determines whether or not the interior of the delivery box 8 is empty based on the information indicating the full state and the information indicating the empty state (S2202).

When determining that the interior of the delivery box 8 is empty (yes in S2202), the control processing unit 11 controls the wire control module 125 shown in fig. 1A, for example, to start the discharge of the wire 51 and lower the load. At this time, since the cover 8f of the express box 8 is opened, the unmanned aerial vehicle 10 stores the cargo inside the express box 8 (S2203).

When it is determined that the interior of the delivery box 8 is not empty (i.e., when it is in a full state) (no in S2202), the control processing unit 11 indicates that other goods are stored in the interior of the delivery box 8 and that the delivered goods cannot be stored, and therefore, transmits information indicating that the delivery box 8 is in a full state to the terminal apparatus 2210 via, for example, the 2 nd communication unit 13 shown in fig. 1A (S2204). On the menu screen of the user application in the terminal apparatus 2210, a state in which the express box 8 is full is displayed. Accordingly, the user can recognize that the unmanned aerial vehicle 10 cannot store goods. Further, the control processing unit 11 may be configured to "deliver the cargo when the other cargo in the delivery box 8 is taken out within the time of" o ". This message is transmitted to the terminal apparatus 2210 via the 2 nd communication unit, and is displayed on the menu screen of the user application in the terminal apparatus 2210. Accordingly, when the user takes out another cargo from the delivery box 8, the terminal device 2210 transmits a take-out completion notification to the unmanned aerial vehicle 10. The transmission of the take-out completion notification may be performed by the user operating a menu screen of the user application in the terminal device 2210, or may be performed by detecting the taking out of another item in the delivery box 8 and rewriting the coded medium 8x from the information showing the full state to the information showing the empty state.

Here, the control processing unit 11 measures the elapsed time after the unmanned aerial vehicle 10 arrives at the vertically upper side of the delivery box 8 of the delivery recipient. That is, the control processing unit 11 has a timing function (timer unit). The control processing unit 11 determines whether or not the measured elapsed time is equal to or longer than a predetermined time (S2205).

When the elapsed time is equal to or longer than the predetermined time (yes in S2205), the control processing unit 11 stops the delivery of the cargo, and controls the propeller drive motor to return the unmanned aerial vehicle 10 to the delivery sender (S2206). If the commodity cannot be stored in the express box 8 and notification to the user is attempted, but the user does not cope with it, it is considered that the commodity cannot be delivered.

When the elapsed time is less than the predetermined time (no in S2205), the control processing unit 11 determines whether or not the user terminal 2210 has obtained the withdrawal completion notification, that is, information indicating that another item has been withdrawn from the delivery box 8 (S2207).

If the control processing unit 11 does not acquire the extraction end notification (no in S2207), the process returns to step S2205.

When the control processing unit 11 obtains the withdrawal completion notification (yes in S2207), the process returns to step S2202. For example, when the user takes out another item from the delivery box 8 and selects a take-out completion notification through the menu screen of the terminal device 2210, the terminal device 2210 transmits the take-out completion notification to the unmanned aerial vehicle 10 through the operation management system 2213 or the like. In the delivery system 1A, the unmanned aerial vehicle 10 can store the cargo in the delivery box 8.

Working example 2

Next, a specific operation when the camera sensor 45 of the unmanned aerial vehicle 10 confirms whether the delivery box 8 is full or empty in step S2202 of the working example 1 will be described.

Fig. 111 is a flowchart illustrating another operation of the unmanned aerial vehicle 10 of the delivery system 1A in working example 2 of embodiment 11 when confirming whether the delivery box 8 is full or empty.

As shown in fig. 111, the camera sensor 45 of the unmanned aerial vehicle 10 vertically above the express box 8 of the express receiver photographs the express box 8 to detect the express box 8 (S2211).

The camera sensor 45 obtains information on the ID of the express box 8 and information indicating that the inside of the express box 8 is full or empty, which is indicated by the medium 8x, by photographing the coded medium 8x provided on the vertical upper surface of the express box 8 (S2212). As described above, the coded medium 8x shows a state in which the interior of the express box 8 is full or empty. The camera sensor 45 outputs the obtained information on the ID of the express box 8 and the information indicating the full state or the empty state to the control processing unit 11 of the unmanned aerial vehicle 10.

The control processing unit 11 transmits the obtained information on the ID of the express box 8, and the information indicating the full state or the information indicating the empty state to the operation management system 2213 via the 2 nd communication unit 13 (S2213).

The operation management system 2213 determines whether or not the obtained information on the ID of the express box 8 matches the information on the ID of the express box 8 (in other words, whether or not there is a change in the information) included in the database managed by the storage section or the like (S2214). The information on the ID is, for example, individual identification information of the express box 8, an address, a name, a position of the express box 8, or the like of the user.

When it is determined that the obtained information on the ID of the express box 8 and the information on the ID of the express box 8 included in the database do not match (no in S2214), the operation management system 2213 rewrites the information on the ID of the express box 8 included in the database to the obtained information on the ID of the express box 8, and updates the database (S2215).

When the operation management system 2213 determines that the obtained information on the ID of the express box 8 matches the information on the ID of the express box 8 included in the database (yes in S2214), the process is ended.

In the present working example, the unmanned aerial vehicle 10 obtains information on the ID of the delivery box 8 of the delivery recipient, but the present working example is not limited to this example. For example, the unmanned aerial vehicle 10 may obtain all information on the ID of the express box 8 existing on the travel route during the travel. The operation management system 2213 may collate information about the ID of the express box 8 obtained by the unmanned aerial vehicle 10 while traveling with information about the ID of the express box 8 included in the database. Then, in a case where the obtained information on the ID of the express box 8 and the information on the ID of the express box 8 included in the database do not match, the operation management system 2213 may update the database by rewriting the information on the ID of the express box 8 included in the database to the obtained information on the ID of the express box 8.

Working example 3

Next, a specific operation when the express box 8 confirms whether it is in a full state or an empty state in step S2202 of working example 1 will be described.

Fig. 112 is a flowchart illustrating an operation when the delivery box 8 of the delivery system 1A in working example 3 of embodiment 11 confirms whether it is in a full state or an empty state.

As shown in fig. 112, when the lid 8f of the express box 8 is opened and closed, the express box 8 generates electricity by the opening and closing energy of the lid 8f, and stores the electricity (S2221: electricity generation step).

The electric quantity sensing circuit of the express box 8 senses whether or not the electric quantity accumulated by the electric generation is equal to or larger than a predetermined value (S2222).

If the electric quantity sensing circuit senses that the electric quantity stored by the electric power generation is less than the predetermined value (no in S2222), the express box 8 returns the process to step S2221.

When the electric quantity sensing circuit senses that the electric quantity stored by the electric power generation is equal to or larger than a predetermined value (yes in S2222), the weight sensor senses the weight inside the cover 8f when the cover is opened or closed. That is, when the cover 8f of the express box 8 is opened and closed, the weight sensor senses the weight inside the express box 8 (S2223).

When the weight sensor senses the weight of the interior, the express box 8 transmits the weight information of the interior to the operation management system 2213 through the terminal device 2210, or directly to the operation management system 2213. When the opening/closing sensor senses opening/closing of the cover 8f at the time of taking out the article, the express box 8 transmits opening/closing information (an example of information on opening/closing of the door) showing the opening/closing of the cover 8f to the operation management system 2213 via the terminal device 2210 or directly to the operation management system 2213 (S2224: transmitting step). When the express box 8 directly transmits to the operation management system 2213, it communicates with the LPWA (Low Power Wide Area: low power consumption wide area technology) or the like. When the delivery box 8 directly transmits to the terminal apparatus 2210, communication is performed by using a LAN (Local Area Network: local area network) or the like.

When the internal weight information is received, the operation management system 2213 determines whether the weight of the cargo indicated by the received information is equal to or less than a predetermined weight (S2225). In the present working example, the operation management system 2213 performs the judgment, but when the terminal device 2210 obtains the internal weight information, the judgment may be performed by the user application of the terminal device 2210.

When the operation management system 2213 determines that the weight of the cargo is equal to or less than the predetermined weight (yes in S2225), it determines that the cargo is not stored in the express box 8 (S2226). Then, the delivery system 1A ends the process.

When the operation management system 2213 determines that the weight of the cargo is greater than the predetermined weight (no in S2225), it determines that the cargo is stored in the express box 8 (S2227). Then, the delivery system 1A ends the process.

Working example 4

Next, an explanation will be given of an operation in a case where the user orders a commodity by the user application of the terminal apparatus 2210. In this working example, although the user orders the commodity via the terminal device 2210, when the user intends to purchase the sent commodity, the purchased commodity is checked out. In this working example, the merchandise purchased by the user is not checked out before the merchandise is delivered to the user. And in this working example is shown by way of example, 1 unmanned aircraft 10 is transporting a commodity (i.e. cargo). In this working example, a case is assumed in which clothes, shoes, a clock, a backpack, and the like are delivered to a user.

Fig. 113 is a flowchart illustrating an example of an operation in a case where a commodity is ordered by the delivery system 1A in working example 4 of embodiment 11.

As shown in fig. 113, when order information is obtained, the operation management system 2213 extracts unmanned aerial vehicles 10 that can be delivered up to a desired delivery time indicated by the order information from among the plurality of unmanned aerial vehicles 10. When the cargo as the commodity is loaded into the extracted unmanned aerial vehicle 10, the operation management system 2213 transmits a start-of-flight instruction to the unmanned aerial vehicle 10 to move the unmanned aerial vehicle 10 to the address of the user shown in the order information (S2231). Accordingly, the unmanned aerial vehicle 10 starts the delivery of the cargo so as to satisfy the conditions such as the address of the user and the desired delivery time indicated by the order information.

The unmanned aerial vehicle 10 moves along the flight path to the vertically upper side of the express box 8 (S2232).

The unmanned aerial vehicle 10 controls the wire control module 125 shown in fig. 1A, for example, and starts paying out the wire 51 to lower the cargo. The cover 8f of the express box 8 is opened, and the unmanned aerial vehicle 10 can store goods inside the express box 8 (S2233). Then, the goods are stored in the express box 8.

The express box 8 notifies the weight information to the terminal apparatus 2210 when the weight sensor senses the weight of the inside, that is, the weight of the stored goods. Specifically, the express box 8 notifies the terminal apparatus 2210 of the goods stored therein as weight information. Here, the express box 8 notifies the weight information via the coded medium 8x or the communication unit. Accordingly, the goods stored in the delivery box 8 is displayed in the menu screen of the user application in the terminal apparatus 2210, so that the user can recognize that the goods have been delivered. The user application of the terminal apparatus 2210 causes a button indicating confirmation of delivery of the goods to be displayed on the menu screen. When the user application accepts the user operation, the delivery confirmation (acceptance confirmation) of the goods is transmitted to the operation management system 2213 (S2234).

When the user sends the goods, the user judges whether the goods are the desired goods. For example, when the article is a garment, a shoe, a clock, a backpack, or the like, the user determines whether the article is a desired article by performing a try-on or the like. Then, when the user is satisfied, the commodity is purchased.

The user application displays a decision purchase button for selecting whether to purchase the distributed commodity or not, and a purchase cancel button to a menu screen. The user application judges whether or not the decision purchase key is selected (S2235).

When the user selects the decision purchase button (yes at S2235), the user application transmits a purchase end notification to the operation management system 2213 (S2236). That is, when the user selects the decision purchase button, the user is presented with a desire to purchase the distributed product, and the purchased product is checked out.

The operation management system 2213, upon receiving the purchase end notification, transmits a start return instruction to the unmanned aerial vehicle 10 (S2237). Accordingly, the unmanned aerial vehicle 10 returns to the facility of the operation management system 2213. Then, the delivery system 1A ends the process.

When the user selects the purchase cancel button (no in S2235), the user application determines whether or not the substitute product can be delivered. Specifically, the user is applied to the commodity distribution related to the current commodity purchase to determine whether or not the commodity distribution number is equal to or less than a predetermined number (S2238). Here, when the user selects the purchase cancel button, the user does not intend to purchase the delivered goods, that is, the commodity, and the user wants to replace the commodity.

When the user determines that the number of times of the product delivery is equal to or less than the predetermined number of times in the product delivery related to the current product purchase (yes in S2238), the user transmits a re-delivery request to the operation management system 2213. Then, the delivery system 1A returns to step S2231 to deliver the goods as the substitute goods to the user as the other goods. That is, if the user does not intend to purchase the distributed commodity, the commodity can be exchanged as much as possible within a predetermined number of times. The predetermined number of times is, for example, about 3 times. In this case, 1 unmanned aerial vehicle 10 stores 1 commodity, and a maximum of 3 unmanned aerial vehicles 10 deliver commodities in sequence. Thus, for example, the commercial product is suitable for clothing, furniture, etc., but is not limited to clothing, furniture, etc. The commodity can be stationery, food, electrical products, tools, consumables and the like. The predetermined number of times may be 4 or more times or 2 or less times.

When the user determines that the number of times of the commodity distribution exceeds the predetermined number of times in the commodity distribution related to the commodity purchase of this time (no in S2238), the user displays the commodity purchase cancellation on the menu screen (S2239).

Then, the user application transmits information showing cancellation of the commodity purchase to the operation management system 2213 (S2240). In this way, the operation management system 2213 cancels the order of the commodity indicated by the order information transmitted from the terminal apparatus 2210. Then, the delivery system 1A ends the process.

And as described above, in the case where the user selects the purchase cancel button (no in S2235), the unmanned aerial vehicle 10 accepts the commodity to be delivered to the user, that is, the cargo. That is, the user loads cargo into the unmanned aerial vehicle 10 for refund. Whether the user returns the cargo to the unmanned aerial vehicle 10 or not can be determined by the camera sensor 45, the weight sensor, or the like. The unmanned aerial vehicle 10 returns to the facility running the management system 2213 when the cargo is returned.

In addition, the unmanned aerial vehicle 10 may stand by vertically above the user's courier box 8 after the goods are delivered to the user until the user selects the decision purchase button or the purchase cancel button. Further, the unmanned aerial vehicle 10 may return to the facility of the operation management system 2213 when the user does not select the purchase decision button or the purchase cancellation button for a predetermined time or longer.

Working example 5

Next, another operation when the user orders a commodity by the user application of the terminal apparatus 2210 will be described. The present working example is similar to working example 4, but in the present working example, 1 unmanned aerial vehicle 10 is different from working example 4 in that it is capable of transporting a plurality of commodities (i.e., goods).

Fig. 114 is a flowchart illustrating another operation when ordering a commodity by using the delivery system 1A in the working example 5 of embodiment 11. The same processing as in fig. 113 will be appropriately described with the same reference numerals.

As shown in fig. 114, when order information is obtained, the operation management system 2213 extracts unmanned aerial vehicles 10 that can be delivered up to a desired delivery time indicated by the order information from among the plurality of unmanned aerial vehicles 10. The operation management system 2213 loads a plurality of cargoes as a plurality of goods into the extracted unmanned aerial vehicle 10, and transmits a start flight instruction to the unmanned aerial vehicle 10 so that the unmanned aerial vehicle 10 moves to the address of the user shown in the order information (S2231). Accordingly, the unmanned aerial vehicle 10 starts to deliver the plurality of cargoes so as to satisfy the conditions such as the address of the user and the desired delivery time indicated by the order information. In this working example, a case where a plurality of commodities are distributed to one address is shown as an example, but the present invention is not limited thereto. For example, the unmanned aircraft 10 may be loaded with a plurality of 1 st commodities to be assigned to 1 st address and a plurality of 2 nd commodities to be assigned to 2 nd addresses different from the 1 st address.

The unmanned aerial vehicle 10 moves along the flight path to the vertically upper side of the express box 8 (S2232).

The unmanned aerial vehicle 10 controls the wire control module 125 shown in fig. 1A, for example, and starts paying out the wire 51 to simultaneously or individually lower a plurality of cargoes. The cover 8f of the express box 8 is opened and the unmanned aerial vehicle 10 stores a plurality of cargoes into the interior of the express box 8 (S2233). In this way, the goods are stored in the express box 8.

In addition, the unmanned aerial vehicle 10 may stand by vertically above the user's express box 8 after delivering a plurality of goods to the user until the user selects the decision purchase button or the purchase cancel button. The unmanned aerial vehicle 10 may return to the facility running the management system 2213, and perform another delivery operation, and return to the vertically upper side of the delivery box 8 in which the delivered but returned commodity is stored, in order to collect the commodity after a predetermined time elapses. In this way, the unmanned aerial vehicle 10 can bring back the returned merchandise.

The express box 8 notifies the weight information to the terminal apparatus 2210 when the weight sensor senses the weight of the inside, that is, the weight of the plurality of cargoes stored. Specifically, the express box 8 notifies the terminal apparatus 2210 of the weight information of a plurality of cargoes stored therein. Accordingly, the plurality of cargos are stored in the menu screen display express box 8 of the user application in the terminal apparatus 2210, so that the user can recognize that the plurality of cargos are sent thereto. The user application of the terminal apparatus 2210 causes a button showing confirmation of delivery of a plurality of cargos to be displayed on the menu screen. When the user application receives the user operation, the delivery confirmation of the plurality of cargos is transmitted to the operation management system 2213 (S2241). In addition, the user application is not limited to the case of performing delivery confirmation of a plurality of cargoes by accepting an operation of the user. For example, the user application may determine that a plurality of cargoes are sent based on the weight information sensed by the weight sensor of the express box 8, the opening/closing information of the cover 8f detected by the opening/closing sensor, and the like.

The user application displays a purchase decision button and a purchase cancel button for selecting which of a plurality of distributed goods, that is, a plurality of goods to purchase, on the menu screen. The user application judges whether the decision purchase key or the purchase cancel key is selected (S2242). That is, the user may decide to purchase one or more products among the plurality of products to be distributed, or may decide not to purchase all the products.

When the user decides to purchase the commodity, the user selects the decision purchase button (selection of the decision purchase button at S2242), and the user application transmits a purchase end notification to the operation management system 2213. The operation management system 2213 transmits an instruction to the unmanned aerial vehicle 10, that is, in the case where there is an article that has not been purchased, an acceptance instruction and a return instruction of the article that has not been purchased are transmitted to the unmanned aerial vehicle 10. The operation management system 2213 transmits an instruction for urging the return of the product that has not been purchased to the terminal apparatus 2210. Accordingly, the user application displays a message to the user prompting the return of the merchandise to the unmanned aircraft 10. Accordingly, the user can recognize that the commodity that has not yet been purchased should be returned. The unmanned aerial vehicle 10 accepts goods other than the goods purchased. The user loads merchandise into the unmanned aircraft 10 for refund. When the commodity is returned, the unmanned aerial vehicle 10 returns to the facility of the operation management system 2213 (S2243). Then, the delivery system 1A ends the process.

In the case where the user does not purchase the commodity, when the user selects the purchase cancel button (selection of the purchase cancel button of S2242), the user application transmits a purchase cancel notification to the operation management system 2213. The operation management system 2213 transmits an acceptance instruction and a return instruction of all the commodities that have not been purchased to the unmanned aerial vehicle 10. The operation management system 2213 transmits an instruction for urging refund of all the products to the terminal apparatus 2210. Accordingly, the user application displays a message to the user prompting all merchandise to be returned to the unmanned aircraft 10. Accordingly, the user can recognize the commodity that should be returned. The unmanned aerial vehicle 10 accepts all of the goods that are dispensed. The user loads all of the merchandise onto the unmanned aircraft 10 for return. After all the commodities are returned, the unmanned aerial vehicle 10 returns to the facility of the operation management system 2213 (S2244). Then, the delivery system 1A ends the process.

In addition, when the user application decides that the purchase button and the purchase cancel button are not selected (in the case of non-selection in S2242), it is determined whether or not the standby time of the unmanned aerial vehicle 10 exceeds the standby grace time (S2245). The standby time width is, for example, about several minutes or about a time of minute, and can be appropriately changed.

If the standby time of the unmanned aerial vehicle 10 does not exceed the standby grace time (no in S2245), the user application returns to step S2242.

When the standby time of the unmanned aerial vehicle 10 exceeds the standby grace time (yes in S2245), the user application notifies the operation management system 2213 that the standby grace time has been exceeded (S2246).

The operation management system 2213, according to step S2246, when obtaining a notification that the standby time of the unmanned aerial vehicle 10 exceeds the standby grace time, transmits information showing that the timeout fee is requested to the terminal device 2210 (S2247). The user application of the terminal apparatus 2210 displays information showing that the timeout fee is requested to the menu screen. Then, the user application returns to step S2242.

Working example 6

Next, a description will be given of a case where a user orders a plurality of products, and the products are distributed among a plurality of store systems 2212 within the retail system 2211.

Fig. 115 is a flowchart illustrating an example of an operation in a case where products are distributed among a plurality of store systems 2212 in a case where products are ordered by the delivery system 1A in working example 6 of embodiment 11.

As shown in fig. 115, when the user application of the terminal apparatus 2210 selects a product of the plurality of store systems 2212 dispersed in the retail system 2211 by the user operation, order information including a product group desired by the user is transmitted to the retail system 2211 via the 2 nd communication unit 13 (S2251).

Upon receiving the product group desired by the user from the terminal apparatus 2210, the retail system 2211 inquires of each store whether or not the product group desired by the user is in stock (S2252).

Upon receiving an inquiry from the retail system 2211 as to whether or not the product group is in stock, each store system 2212 confirms the stock condition of the product group desired by the user. When one or more products in the product group are stocked, each store system 2212 transmits information indicating the stocked products to the retail system 2211. In addition, if there is no inventory, each store system 2212 transmits information indicating that there is no inventory to the retail system 2211.

Upon receiving the information showing the products in stock from each store, the retail system 2211 determines whether or not all the products of the product group desired by the user are available in one store system 2212 (S2253).

When it is determined that all the products of the product group desired by the user are available in one store system 2212 (yes in S2253), the retail system 2211 transmits order information including the product group desired by the user to the terminal device 2210 as identification information of the products that can be transmitted. Upon receiving the determination information, the terminal apparatus 2210 displays the order information as the determination information on the menu screen (S2254).

Then, the store system 2212, which has all the products in stock for the product group, distributes the products together according to the address of the user, the desired distribution time, and the like (S2255). In this way, the goods as the commodity group are delivered to the user. Then, the delivery system 1A ends the process.

When the retail system 2211 determines that all the products of the product group desired by the user are not available in one store system 2212 (no in S2253), a message indicating that the products are distributed among the plurality of stores and that the products are distributed separately is output to the terminal device 2210 (S2256). As a message showing that distribution is to be divided into a plurality of stores, "will distribution be performed by a plurality of stores, respectively? "," can be? "etc. In this way, when distribution is to be performed by being divided into a plurality of stores, the retail system 2211 causes the terminal device 2210 to output a confirmation message to the user.

The retail system 2211 determines whether approval by the user is obtained (S2257).

If the approval of the user is obtained (yes in S2257), the unmanned aerial vehicle 10 distributes the commodity to the user from each store (S2258). In this way, the goods as the commodity group are sent to the user. Then, the delivery system 1A ends the process.

If the user' S approval is not obtained (no in S2257), the retail system 2211 cancels the group of products desired by the user. Then, the delivery system 1A ends the process.

In the case of "no" in step S2253, when some of the products in the product group do not exist, the retail system 2211 may, for example, "can cancel the order of some of the products? "this message is output to the menu screen of the user application.

Working example 7

Next, a description will be given of a work in a case where an instruction is given to the user in order to be able to accept the commodity before the user orders. In this working example, the user application mainly lets the user empty the express box 8, that is, makes the express box 8 empty.

Fig. 116 is a flowchart illustrating an operation when a user application instructs a user to order a product by using the delivery system 1A in the working example 7 of embodiment 11 so that the interior of the express box 8 is empty.

As shown in fig. 116, the user application of the terminal apparatus 2210 displays a message prompting confirmation of the ordered commodity content on the menu screen before transmitting the order information to the retail system 2211 by the user operation. Accordingly, the terminal 2210 confirms the content of the ordered commodity by the user operation, and inputs the confirmed commodity after the confirmation is completed (S2261).

The user application displays a message prompting confirmation of whether the interior of the express box 8 is empty or not on the menu screen (S2262). Accordingly, the user confirms whether or not the goods are stored in the express box 8, and if the goods are stored, the user takes out the goods so that the express box 8 is empty.

The user application displays a confirmation button showing that the interior of the express box 8 has been made empty to the menu screen. The user application judges whether the confirm button is selected (S2263).

When the confirmation button is selected (yes in S2263), the user application transmits order information to the retail system 2211 (S2264). Accordingly, the unmanned aerial vehicle 10 can store the commodity according to the order information in the express box 8, and thus the user can receive the ordered commodity.

When the confirmation button is not selected (no in S2263), the user displays a message prompting the user to take out the goods on the menu screen so that the user can empty the interior of the express box 8 (S2265). Accordingly, the user takes out the goods stored in the interior of the express box 8. Then, the user application returns the process to step S2262.

As described above, in this working example, the user cannot complete the order of the commodity (cannot order the commodity) unless the interior of the express box 8 is left empty. Accordingly, the unmanned aerial vehicle 10 can reliably deliver the cargo to the express box 8.

Working example 8

Next, it will be described that an instruction is given to the user before the user orders, so as to be another job in a state where the commodity can be accepted. The present working example is similar to working example 7, and differs from working example 7 in that the user application is mainly used by the express box 8 to give an instruction to empty the express box 8, that is, to make the express box 8 empty.

Fig. 117 is a flowchart illustrating another operation when the delivery system 1A in the working example 8 of embodiment 11 is used to order a commodity, and the express box 8 gives an instruction to the user so that the interior of the express box 8 is empty.

As shown in fig. 117, the user application of the terminal apparatus 2210 displays a message prompting confirmation of the ordered commodity content on the menu screen before transmitting the order information to the retail system 2211 by the user operation. Accordingly, the terminal 2210 confirms the content of the ordered commodity by the user operation, and inputs the confirmed commodity after the confirmation is completed (S2271). The user application stands by until receiving information showing an empty state from the express box 8. For example, the user application may send a request to the express box 8 for information showing whether the state of the interior of the express box 8 is a full state or an empty state. In the case of the present working example, the express box 8 may have a communication unit such as a wireless communication module for transmitting information indicating a full state and information indicating an empty state, and may rewrite the coded medium 8x for capturing images by the camera sensor of the terminal apparatus 2210 so as to display the information indicating the full state and the information indicating the empty state.

When the weight sensor senses the weight of the interior, the express box 8 confirms whether or not the interior is empty (S2272).

The express box 8 senses the weight of the inside by the weight sensor, and when the inside of the box is empty (yes in S2272), transmits information indicating that the inside of the box is empty to the terminal device 2210.

When receiving the information indicating the empty state from the delivery box 8 via the 2 nd communication unit 13, the user application of the terminal apparatus 2210 transmits order information, which is information on the order of the product confirmed by the user in step S2271, to the retail system 2211 via the 2 nd communication unit 13 (S2273). Accordingly, the unmanned aerial vehicle 10 delivers the commodity to the user, so that the user can receive the commodity.

The express box 8 senses the weight of the inside by the weight sensor, and when the inside of the box is full (no in S2272), transmits information indicating that the inside of the box is full to the terminal apparatus 2210. In addition, when a plurality of cargoes are stored in the express box 8, even if the weight sensor senses the weight of the inside, if there is a space in the express box 8 that can be stored, the express box 8 does not determine that the inside thereof is in a full state. The express box 8 may transmit information indicating that the inside thereof is full to the terminal apparatus 2210 only when the goods cannot be stored therein.

When receiving the information indicating the full state from the delivery box 8, the user application of the terminal apparatus 2210 displays a message prompting the user to take out the goods so that the interior of the delivery box 8 is in the empty state on the menu screen (S2274). Accordingly, the user takes out the goods stored inside the express box 8. Then, the user application returns to the process of step S2272.

In this way, even in the present working example, if the interior of the express box 8 is not empty, the user cannot complete the order of the commodity. Accordingly, the unmanned aerial vehicle 10 can reliably deliver the cargo to the express box 8.

Working example 9

The following will describe a case where the order a is made by the user and a case where the order B is made by another user, and the dispensing order is alternated according to the desired dispensing time.

Fig. 118 illustrates a case where the delivery system 1A in working example 9 of embodiment 11 is replaced with a delivery sequence when order a and order B are received. In fig. 118, the horizontal axis represents time, and the vertical axis represents order a and order B. Fig. 119 is a flowchart illustrating an operation performed when the order a and the order B are received by the delivery system 1A in working example 9 of embodiment 11, and the order of delivery is replaced.

As shown in fig. 118 and 119, the operation management system 2213, when at time t ₀ When order information of order A is obtained (S2281), a desired delivery time deadline t is calculated from "order time" and "desired delivery time" shown in order information _ad . Then, the operation management system 2213 calculates the latest necessary departure time t from the "distance to delivery destination" indicated by the order information _af (S2282)。

The operation management system 2213 starts at the earliest possible start time t _a Set as the departure scheduled time, calculate the return scheduled time t _ae (S2283)。

The operation management system 2213 when at time t ₁ When order information of order B is obtained (S2284), a desired delivery time deadline t is calculated based on "order time" and "desired delivery time" shown in order information _bd . Then, the operation management system 2213 calculates the latest necessary departure time t from the "distance to delivery destination" indicated by the order information _bf . The operation management system 2213 starts at the earliest possible start time t _a Set as the departure scheduled time, calculate the return scheduled time t _be (S2285)。

The operation management system 2213 starts the unmanned aerial vehicle 10 in principle in order, i.e. in order, but initiates the return to the predetermined time t when order a was started first _ae At the latest necessary departure time t from order B _bf Comparing to determine whether t is satisfied _bf >t _ae (S2286)。

The operation management system 2213 satisfies t _bf >t _ae In the case of (yes in S2286), the operation management system 2213 can catch up with the latest required departure time t of order B even if order a is first delivered _bf Therefore, after the goods of order a are distributed according to the reservation, the goods of order B are distributed (S2287). Then, the operation management system 2213 ends the process.

The operation management system 2213 is not fullFoot t _bf >t _ae If the product of order a is delivered first and then the product of order B is delivered, the operation management system 2213 cannot catch up with the desired delivery time expiration time t of order B (no in S2286) _bd 。

Then, the operation management system 2213 recalculates the predetermined time t for return in the case where the order B is sent before the order a _be . The operation management system 2213 calculates the scheduled departure time t of the cargo in order A _a Returning the goods of order B to a predetermined time t _be (S2288)。

The operation management system 2213 returns the order B to the order B for a predetermined time t _be At the latest required departure time t from order A _af Comparing to determine whether t is satisfied _be <t _af (S2289)。

The operation management system 2213 satisfies t _be <t _af If the order B is delivered (yes in S2289), it is determined that there is no problem with the order a, even after the order B is delivered, so the order B is delivered first, and then the order a is delivered (S2290A). That is, the operation management system 2213 changes the delivery order according to the desired delivery time expiration time without using the order-first order principle. In other words, the operation management system 2213 changes the priority of delivery according to the desired delivery time expiration time. For example, time t shown by the dotted square of fig. 119 _a To t shown by the triangle of the broken line _ae Is shown as a solid line square at time t _a To t shown by the triangle of the solid line _ae That is delayed. And, for example, time t shown by the dotted square of fig. 119 _bf To t shown by the triangle of the broken line _bd Is shown as a solid line square at time t _a To t shown by the triangle of the solid line _be That is early. In this way, the operation management system 2213 can deliver the goods of order a and order B until the desired delivery time expires. Then, the operation management system 2213 ends the process.

The operation management system 2213 does not satisfy t _be <t _af If (no in S2289), the delivery of the product of order B cannot catch up with the desired delivery time expiration time t even if the delivery order is changed _bd Therefore, the order a cargo is delivered first according to the principle of the original order first, and the user is notified of the situation in which the order B cargo does not catch up with the desired delivery time (S2290B). Then, the operation management system 2213 ends the process.

Working example 10

Next, the operation of the unmanned aerial vehicle 10 when delivering the product to the user within the predetermined transportation temperature range will be described in the case where the user orders the product requiring the heat insulation property.

Fig. 120 is a flowchart illustrating an operation of the unmanned aerial vehicle 10 of the delivery system 1A in the working example 10 of embodiment 11 when delivering cargo to a user within a predetermined transportation temperature range.

As shown in fig. 120, when a product is ordered with the retail system 2211 by a user operation, the operation management system 2213 transmits information showing a temperature range preset according to the product loaded into the unmanned aerial vehicle 10 to the unmanned aerial vehicle 10. The unmanned aerial vehicle 10 sets a temperature range indicated by the information received from the operation management system 2213 as a transport temperature range (S2291). When a plurality of products are purchased and the plurality of products are packaged in one package, the unmanned aerial vehicle 10 extracts a common range of the respective temperature ranges of the plurality of products, and sets the extracted common range as the transportation temperature range. In addition, when the respective temperature ranges of the plurality of products differ by a large amount and the common range cannot be extracted, the unmanned aerial vehicle 10 may transmit information indicating that the common range cannot be extracted to the terminal apparatus 2210 through the operation management system 2213. In this case, the terminal apparatus 2210 may receive the notification of the split multiple distribution.

The unmanned aerial vehicle 10 moves to the delivery recipient in a manner that complies with the set transportation temperature range. Specifically, the unmanned aerial vehicle 10 has a temperature sensor. The temperature sensor sequentially senses the temperature of the cargo disposed inside the cargo box 2220, and outputs information showing the sensed temperature of the cargo to the control processing unit 11.

The control processing unit 11 generates time series data of temperature change based on the information indicating the temperature of the object to be displayed, and stores the generated time series data of temperature change in the storage unit (S2292).

When the information indicating the temperature of the cargo is obtained from the temperature sensor, the control processing unit 11 determines whether or not the temperature of the cargo indicated by the obtained temperature information exceeds the transportation temperature range until the cargo is stored in the delivery box 8 of the delivery destination (until the delivery is completed) (S2293). That is, the control processing unit 11 sequentially monitors the temperature of the cargo placed inside the container 2220, which is sensed by the temperature sensor, during the distribution process. The control processing unit 11 performs this judgment until the goods are stored in the delivery box 8 of the delivery recipient.

In step S2293, the control processing unit 11 may determine whether or not a value obtained by integrating or finite summing a temperature difference between the temperature of the cargo and the transport temperature range over time exceeds a predetermined value. Accordingly, it is possible to omit the exceeding of the small transportation temperature range, the measurement error of timeliness, and the like, which are not affected by the commodity. Therefore, unnecessary reduction in price, discarding of commodity, and the like can be suppressed.

When the control processing unit 11 determines that the temperature of the product indicated by the obtained temperature information does not exceed the transportation temperature range until the end of the distribution (yes in S2293), it means that the distribution can be performed while maintaining the quality of the product, and therefore the end of the distribution is notified to the operation management system 2213 via the 2 nd communication unit 13. When the delivery is completed, the control processing unit 11 measures the temperature of the product stored in the delivery box 8 of the delivery recipient from the container 2220 by the temperature sensor, and transmits information indicating the temperature at the completion of the delivery to the operation management system 2213 via the 2 nd communication unit 13. The control processing unit 11 transmits time series data of temperature change generated from information indicating the temperature of the cargo during the delivery to the operation management system 2213 through the 2 nd communication unit (S2294).

The operation management system 2213 obtains, from the unmanned aerial vehicle 10, a delivery end notification, information showing the temperature measured at the end of delivery, and time series data of temperature change in the cargo. The operation management system 2213 transmits a distribution end notification, a notification of a temperature measured at the end of distribution, a notification showing that the shipment is distributed in the transportation temperature range, and the like to the terminal device 2210. Further, the operation management system 2213 calculates a predicted time when the load stored in the delivery box 8 exceeds the transportation temperature range due to the influence of the outside air temperature, and notifies the terminal device 2210 of the calculated predicted time and a message for urging the load to be taken out within the predicted time (S2295). Accordingly, the user can take out the goods stored in the express box 8 as early as possible. The user can receive the goods with ensured heat preservation. Accordingly, in the delivery system, the delivery can be performed to the user while maintaining the quality of the product.

The operation management system 2213 transmits a delivery end notification, a notification that the transportation is performed within the transportation temperature range, a notification of the delivery end time, and a notification of the temperature measured at the delivery end to the store system 2212 or the retail system 2211 as the transmitting side (S2296). Then, the delivery system 1A ends the process.

When it is determined that the temperature of the product indicated by the obtained temperature information exceeds the transportation temperature range until the end of the distribution (no in S2293), the control processing unit 11 transmits time series data of the temperature change generated from the information indicating the temperature of the product during the distribution to the operation management system 2213 through the 2 nd communication unit 13 (S2297).

The operation management system 2213 confirms to the user whether or not the goods are intended to be accepted while informing the terminal device 2210 that the temperature of the goods is out of the transportation temperature range. The user application of the terminal apparatus 2210 displays a message indicating whether or not the temperature of the goods exceeds the transportation temperature range, with the intention of accepting the goods, on the menu screen (S2298). In addition, in the case where the user intends to accept the goods, the user application may present the discounted fee (discounted for the delivery fee or the price of the goods) to the user through the menu screen.

The operation management system 2213 determines whether or not information indicating that the goods are intended to be accepted is received from the terminal apparatus 2210 within a prescribed period after the notification of the message of step S2298 (S2299).

The operation management system 2213 proceeds to step S2294 when it is determined that the information indicating that the goods are intended to be accepted is received from the terminal apparatus 2210 within the predetermined period after the notification of the message of step S2298 (yes in S2299), that is, when the user intends to accept the goods.

In addition, when it is determined that the information indicating that the shipment is intended to be accepted is not received from the terminal apparatus 2210 within the predetermined period after the notification of the message of step S2298 (no of S2299), the operation management system 2213 notifies the delivery sender that the shipment is out of the transportation temperature range during delivery. The operation management system 2213 prepares to redistribute the same commodity. The operation management system 2213 notifies the user terminal apparatus 2210 of the change of the delivery prediction time (S2300). Then, the delivery system 1A ends the process.

Working example 11

Next, it will be described that in the case where the user orders a commodity requiring insulation, when the unmanned aerial vehicle 10 cannot be delivered to the user within a prescribed transportation temperature range, a determination is made as to whether to return to the work during delivery. In this working example, frozen commodity is mainly used.

Fig. 121 shows, by way of example, a time when the allowable upper limit temperature is reached (an example of a predicted time when the allowable upper limit temperature is reached) in the distribution system 1A according to working example 11 of embodiment 11, based on a relationship between time and external temperature. In fig. 121, the horizontal axis represents time and the vertical axis represents external temperature.

As shown in fig. 121, the control processing unit 11 of the unmanned aerial vehicle 10 obtains the departure position, which is the position of the delivery sender of the unmanned aerial vehicle 10 (an example of the 4 th obtaining step), and obtains the destination position, which is the position of the delivery receiver of the unmanned aerial vehicle 10 (an example of the 5 th obtaining step)) The current position of the unmanned aerial vehicle 10 is obtained (one example of the 6 th obtaining step), and the allowable upper limit temperature of the cargo is obtained (one example of the 7 th obtaining step). The control processing unit 11 of the unmanned aerial vehicle 10 performs the following processing based on the obtained items. The control processing unit 11 of the unmanned aerial vehicle 10 calculates an average moving speed (predetermined speed) V and a distance L from the current position of the unmanned aerial vehicle 10 to the destination of the delivery recipient _CX Temperature change amount DeltaT of goods, distance L from express sender to express receiver (distance based on driving route) _X Measuring or calculating to determine whether L is satisfied _CX >L _X /2. The control processing unit 11 is configured to, when the condition L is satisfied _CX >L _X In the case of/2, L is _CX >(t _Z -ΔT-t _C ) And V, stopping delivery and returning to the starting place. That is, when the quality of the commodity cannot be maintained and the unmanned aerial vehicle 10 delivers the commodity to the user, the delivery is stopped and returned to the delivery sender. In addition, these determinations may also be performed by the operation management system 2213. At time t _Z The present temperature and heat capacity of the cargo (including the packaging and heat insulating means), packaging heat conductivity, heat conductivity of the heat insulating means, refrigerating performance of the container 2220, heat insulating performance of the container 2220, external temperature, and the like can be obtained.

In addition, regarding the distance L showing the destination from the current location to the delivery recipient _CX Temperature change amount Δt of the goods, distance (distance based on travel route) L of the express delivery sender to the express delivery receiver _X L of relation of (2) _CX >L _X 2, although L _X 2, but are not limited thereto. May also be L _X N (more than one value). In this embodiment, n=2 is shown as an example. L (L) _X N is an example of a predetermined value. The predetermined value is a value at which the temperature of the cargo reaches the allowable upper limit temperature when the unmanned aerial vehicle 10 is moved at a predetermined speed.

Accordingly, the commodity can be returned to the refrigerating chamber and the freezing chamber again without being higher or lower than the allowable upper limit temperature, and can be returnedTo a heat preservation chamber. In addition, the distance L from the express sender to the express receiver can also be _CX The smaller the temperature change Δt of the cargo is, the smaller the temperature change Δt of the cargo is. Accordingly, even if the remaining delivery time is short and the uncertainty is low, the scheduled return time can be reliably determined.

And, at L _CX ＝L _X In the case of (a), the unmanned aerial vehicle 10 stops the delivery of the cargo. In addition, in this case, the user application of the terminal apparatus 2210 may be set so that purchase of the commodity cannot be selected.

The control processing unit 11 is configured to, when the condition L is satisfied _CX <L _X In the case of/2, as L _CX >(t _Z -t _C ) And V, stopping delivery. That is, the temperature of the goods exceeds the allowable upper limit temperature regardless of whether it is moved to the delivery receiver or the delivery sender, and thus the goods are discarded. In this way, not only can the unmanned aerial vehicle 10 be rapidly distributed, but also the efficiency of the unmanned aerial vehicle 10 can be improved. (t) _Z -t _C ) V may be calculated as an example of a predetermined value.

Working example 12

Next, another working example of working example 11 will be described. In addition, the same operations as those of working example 11 and the like are given the same reference numerals, and the description thereof will be omitted as appropriate.

Fig. 122 is a flowchart illustrating another operation when the unmanned aerial vehicle 10 of the delivery system 1A in the working example 12 of embodiment 11 cannot deliver the cargo to the user within the predetermined transportation temperature range. In this working example, too, description will be made with reference to fig. 121 of working example 11.

As shown in fig. 121 and 122, the control processing unit 11 of the unmanned aerial vehicle 10 obtains the destination position (an example of the 1 st obtaining step) which is the position of the delivery recipient of the unmanned aerial vehicle 10, and obtains the current position (an example of the 2 nd obtaining step) of the unmanned aerial vehicle 10. The control processing unit 11 of the unmanned aerial vehicle 10 performs the following processing based on these obtained matters. Control processing unit 1 of unmanned aircraft 101 distance L from the current position of the unmanned aerial vehicle 10 to the delivery recipient, i.e. the destination, according to the average moving speed V _CX At the current time t _C Calculating a delivery prediction time t _X ＝t _C +L _CX V. Delivery prediction time t _X Is an example of the time when the unmanned aerial vehicle 10 moves from the current location to the delivery recipient.

The control processing unit 11 obtains an allowable upper limit temperature based on the load (an example of the 3 rd obtaining step), and calculates a time t which is a predicted time when the load becomes equal to or higher than the allowable upper limit temperature (a predicted time when the load reaches the allowable upper limit temperature) _Z Thereby obtaining the time t _Z (an example of the 6 th obtaining step). The control processing unit 11 determines whether or not t is satisfied at the delivery sender _X >t _Z (S2301)。

The control processing unit 11 satisfies t _X >t _Z If (yes in S2301), the delivery is stopped and returned to the departure point, and at the same time, information indicating that the delivery is stopped is transmitted to the terminal apparatus 2210 and the operation management system 2213 via the 2 nd communication unit 13 (S2302). That is, the unmanned aerial vehicle 10 cannot deliver to the user while maintaining the quality of the commodity, and therefore, stops delivering and returns to the delivery sender. In addition, these determinations may also be performed by the operation management system 2213. Then, the delivery system 1A ends the process.

In addition, when t is satisfied _X >t _Z In the case of (a), the user application can not display the goods so that the user cannot order the goods. Also, the user application may also disable the merchandise from being selected via a gray display.

When t is not satisfied by the control processing unit 11 _X >t _Z If (no in S2301), the unmanned aerial vehicle 10 is caused to continue the delivery of the cargo (S2303).

The control processing unit 11 determines the position of the unmanned aerial vehicle 10, that is, determines whether or not the unmanned aerial vehicle 10 is located on the delivery sender side than the point of half the distance of the travel route from the delivery sender to the delivery receiver (S2304).

When the control processing unit 11 determines that the unmanned aerial vehicle 10 is located on the delivery-receiving side than the point of the half of the distance of the travel route from the delivery-sending side to the delivery-receiving side (no in S2304), the control processing unit 11 determines whether t is satisfied _X >t _Z (S2305)。

The operation management system 2213 determines that t is not satisfied in the control processing unit 11 _X >t _Z If (no in S2305), the unmanned aerial vehicle 10 is caused to continue delivery to deliver the cargo to the delivery recipient (S2306). Then, the delivery system 1A ends the process.

The operation management system 2213 determines that t is satisfied in the control processing unit 11 _X >t _Z If (yes in S2305), the delivery of the unmanned aerial vehicle 10 is suspended, and the unmanned aerial vehicle 10 is returned to the delivery sender. The returned commodity is discarded (S2307). That is, when the unmanned aerial vehicle 10 is closer to the delivery receiver side than the place of half the distance of the travel route from the delivery sender to the delivery receiver, the temperature of the cargo exceeds the allowable upper limit temperature regardless of whether the unmanned aerial vehicle 10 is moved to the delivery sender or the delivery receiver, and therefore the cargo is discarded. In addition, when there is a place where the goods are stored in the vicinity of the delivery recipient, or when there is a desire for delivery of the goods in the same place, the unmanned aerial vehicle 10 may deliver the goods to the place.

The operation management system 2213 prepares to dispense the same commodity with other unmanned aerial vehicles 10 (S2308). Then, the delivery system 1A ends the process.

When the control processing unit 11 determines that the unmanned aerial vehicle 10 is located on the delivery sender side than the point of the half of the distance of the travel route from the delivery sender to the delivery receiver (yes in S2304), the control processing unit 11 determines whether t is satisfied _X >t _Z (S2309)。

When the control processing unit 11 determines that t is not satisfied _X >t _Z In the case of (S2309 "NO") The process returns to step S2304.

When the control processing unit 11 determines that t is satisfied _X >t _Z If yes in S2309), the delivery of the unmanned aerial vehicle 10 is suspended, and the unmanned aerial vehicle 10 is returned to the delivery sender (S2310). In which case the cargo is not discarded. In this way, since the commodity can be stored at an appropriate temperature by returning to the delivery sender, deterioration in the quality of the commodity can be saved or suppressed. That is, the commodity can be replaced in the refrigerator or freezer without being brought to the allowable upper limit temperature or higher. Therefore, even when the commodity cannot be delivered to the user during the delivery process, the quality of the commodity is not impaired, and the loss caused by the discarding of the commodity can be suppressed. Then, the operation management system 2213 ends the process through step S2308.

Working example 13

Next, an operation of setting the order of commodity distribution according to the degree of urgency of commodity distribution and the temperature change during distribution will be described.

Fig. 123 is a diagram illustrating an example of a time period reaching an allowable lower limit value according to a relationship between time and a value of a product in the distribution system 1A according to working example 13 of embodiment 11. In fig. 123, the horizontal axis represents time, and the vertical axis represents the value of ordered products.

In fig. 123, a case is assumed in which, at time t when the commodity a is ordered ₀ Scheduled at time t _a Send commodity a, however at time t before ₁ The commodity B requiring urgent is ordered. In this case, the operation management system 2213 will at time t _a The commodity A to be sent is changed into a commodity B, and the changed commodity B is at the time t _a And (5) transmitting. The product B to be urgent is a product that is required immediately by the user, for example, a product that requires heat insulation such as a stretched noodles, pizza, or ice cream, and the period from the time of ordering to the time when the desired delivery time is terminated is often short.

The demands of the user are, for example: the "wish of the commodity to be sent to the user within the" o time ", and the" wish to be sent to the commodity immediately "are other user wishes. In this case, the commodity value of the required commodity is high for the user who wants to send the commodity immediately. If the desired commodity is not immediately available, the value of the commodity will be reduced for the user. As shown in fig. 123, the value of commodity a gradually decreases with the passage of time, while the value of commodity B is significantly lower than that of commodity a.

The operation management system 2213 decides a cost function corresponding to the order of the user in advance, for example, v=a (t) +b in advance, according to the degree of urgency of the user, the type of the product, the importance of temperature management of the product, and the like. The operation management system 2213 determines the order of delivery (priority order) of the products according to a predetermined cost function. Thus, the operation management system 2213 delivers the commodity to the user in a manner not lower than the allowable lower limit value. The allowable lower limit value refers to the value in time at which the user accepts the commodity. If the commodity is a stretched noodles, pizza, ice cream, etc., there is generally a temperature range of the commodity which can be allowed, and the time to lower than the allowable lower limit value is short. If the commodity is not a snack, a consumable product, or the like, which is required urgently, the time to a value lower than the allowable lower limit is relatively long. Further, the commodity below the allowable lower limit value means a commodity whose commodity value is significantly reduced for the user.

For example, in this case, the operation management system 2213 will at time t _a Changing the commodity A to be sent to the commodity B, and enabling the commodity B to be at the time t _be To the user. Then, the operation management system 2213 changes the commodity a to be at the time t _A Transmitting at time t _Ae The article a is delivered to the user. Accordingly, the operation management system 2213 can distribute the product to each user in a state of not lower than the allowable lower limit value by changing the transmission order of the product a and the product B.

Dynamic setting of delivery fee

The case where the delivery fee is changed by combining the desired delivery timing and time when the user subscribes will be described below.

Fig. 124 illustrates dynamic setting of delivery fees in the case of using the delivery system 1A according to embodiment 11.

When the user subscribes, the user application displays the desired delivery time and time period to the menu screen.

For example, when the user wishes to deliver within a predetermined time from the current time, the delivery management system determines the current time and the arrival prediction time for the current time. In fig. 124, the arrival prediction time determined by the delivery management system is determined as the cheapest one of the categories to which the arrival prediction time belongs.

In fig. 124, the peak time (busy time period) is set to be higher in cost than the other time periods. Since the order is suppressed from concentrating on peak hours, the delivery management system is able to perform efficient delivery (average the operation rate of the unmanned aerial vehicle 10).

In the example shown in fig. 124, the distribution fee is set to be higher as the designated time is closer to the current time (order time). Accordingly, the user can be induced to order for a sufficient time, and the delivery management system can establish an efficient delivery plan.

The cost is not limited by fig. 124. For example, the cost may be changed according to a combination of the distribution distance and the desired distribution time. The cost may be classified into, for example, "within 100 meters of the distribution distance" as "o yen" and "within 100 to 200 meters of the distribution distance" as "o×yen". The cost may be calculated by adding the cost per unit distance to the basic cost and multiplying the cost by the distribution distance. The basic fee and the fee per unit distance may be determined according to the desired delivery time and time zone category.

Embodiment 12

Structure

Hereinafter, since the basic configuration of the cargo transferring device 10p in the present embodiment is the same as that of the unmanned aerial vehicle of embodiment 1 or the like, the same reference numerals as those described above are given to the basic configuration of the cargo transferring device 10p in the present embodiment, and the description thereof is omitted appropriately. In this embodiment, the lifting system, the unmanned aerial vehicle, and the like according to embodiments other than embodiment 1 may be used.

Fig. 125 is a diagram illustrating a state in which the cargo-handling device 10p according to embodiment 12 delivers cargo.

As shown in fig. 125, the cargo handling device 10p is an unmanned aircraft, which is an aircraft such as an unmanned plane, a moving body that travels on the guide rail 7, or the like. That is, the cargo handling device 10p can fly in the air and can move along the guide rail 7 while being connected to the guide rail 7 distributed over the ground. That is, the cargo handling device 10p can transport the cargo from the delivery sender to the delivery receiver in a state where the plurality of connection bodies are connected to the guide rail 7. In the present embodiment, a case where the cargo handling device 10p is delivered to a courtyard of a facility such as a single-family house as an express delivery destination is illustrated by way of example. In addition, the delivery recipient is not limited to facilities such as single-family houses.

The cargo transferring device 10p includes a body main body 2301, a slider portion 2310, a plurality of connectors, a turntable 2319, a side propeller 22a1, and a3 rd propeller drive motor 22a3.

The body 2301 has a rectangular trunk 2302 in plan view. The body 2302 is, for example, a rectangular frame. The main body 2301 is provided with a plurality of connectors, a rotation table 2319, a cargo-holding portion 2315, a plurality of propellers, and the like. A plurality of connectors, a rotation table 2319, and the like are provided on the top surface side of the body main body 2301. The cargo-handling device 10p may have a plurality of propellers that are driven to rotate by a propeller drive motor that imparts lift force for flying the main body 2301, so that the main body 2301 can be flown. The body 2301 is an example of a body portion.

The slider 2310 can extend relative to the body 2301. The slider portion 2310 has a plurality of sliders, a cargo-holding portion 2315, a weight 2316, and a motor driving portion 2317.

The plurality of sliders includes a 1 st slider 2311, a 2 nd slider 2312, a 3 rd slider 2313, and a 1 st sub slider 2314a. In the present embodiment, the plurality of sliders is four sliders, but three or less sliders may be used, or five or more sliders may be used. Further, the 1 st slider 2311, the 2 nd slider 2312, the 3 rd slider 2313, the 1 st sub slider 2314a, and the like may be collectively referred to as sliders.

The 1 st slider 2311, the 2 nd slider 2312 and the 3 rd slider 2313 are disposed on one side of the body 2301, and extend further in the longitudinal direction of the body 2301 from the one side of the body 2301. Fig. 125 shows a state in which the 1 st slider 2311, the 2 nd slider 2312, and the 3 rd slider 2313 extend in the longitudinal direction of the body main body 2301 so as to be away from the body main body 2301. The 1 st slider 2311, the 2 nd slider 2312 and the 3 rd slider 2313 are arranged in this order from the body main body 2301. The 1 st slider 2311 is an example of a 1 st slider portion. The 2 nd slider 2312 is an example of a 2 nd slider portion. The 3 rd slider 2313 is an example of a 3 rd slider portion.

Specifically, the 1 st slider 2311 is coupled to the body 2301 side, and can extend from the body 2301 side in the longitudinal direction of the body 2301 so as to be away from the body 2301, or can be inserted into the body opening 2301c on the body 2301 side. The 2 nd slider 2312 is coupled to the 1 st slider 2311, and can extend from one side of the 1 st slider 2311 in the longitudinal direction of the body 2301 so as to be away from the body 2301, or can be inserted into the 1 st opening 2311c of the 1 st slider 2311. The 3 rd slider 2313 is coupled to the 2 nd slider 2312, and can extend from one side of the 2 nd slider 2312 in the longitudinal direction of the body 2301 so as to be away from the body 2301, or can be inserted into the 2 nd opening 2312c of the 2 nd slider 2312.

The 1 st sub slider 2314a is disposed on the other side of the body 2301, and extends further in the longitudinal direction of the body 2301 from the other side of the body 2301. Fig. 125 shows a state in which the 1 st sub slider 2314a extends in the longitudinal direction of the body main body 2301 so as to be away from the body main body 2301 in a direction opposite to the 1 st slider 2311, the 2 nd slider 2312 and the 3 rd slider 2313 side. Specifically, the 1 st sub slider 2314a is coupled to the other side of the body 2301, and can extend from the other side of the body 2301 in the longitudinal direction of the body 2301 so as to be away from the body 2301, or can be inserted into the body opening 2301c on the other side of the body 2301. That is, the 1 st sub slider 2314a, the body main body 2301, the 1 st slider 2311, the 2 nd slider 2312, and the 3 rd slider 2313 are arranged in this order. In the present embodiment, one slider is provided on the other side of the body 2301, but two or more sliders may be provided.

A cargo holding portion 2315 is provided at the front end of the slider portion 2310. In the present embodiment, a cargo holding portion 2315 is provided at the tip end of the 3 rd slider 2313 (the end of the 3 rd slider 2313 opposite to the body 2301 side).

The cargo-holding portion 2315 may be provided at one end (front end of one side) of the slider portion 2310 and is capable of holding the mounted cargo. The load holding portion 2315 is provided at the tip of the 3 rd slider 2313, but the slider may be 2 or less or 4 or more. In this case, the cargo-holding portion 2315 is provided at the tip of the slider farthest from the main body 2301 in a state where all the sliders are extended.

The weight 2316 is a weight body having a predetermined weight and provided at the other end (the front end on the other side) of the slider 2310. As a result, the body 2301 can be operated with the connecting body of the center line O connected to the guide rail 7 as a fulcrum, so that the moment M for lifting the load increases. In the present embodiment, the weight 2316 is provided at the tip end of the 1 st sub slider 2314a (the end of the 1 st sub slider 2314a opposite to the body 2301 side). The weight 2316 is, for example, a battery that imparts electric power to the motor driving unit 2317, the control processing unit 2318, and the like for moving the cargo-handling device 10 p. The weight 2316 may have the same weight as the cargo or a different weight.

When the load handling apparatus 10p reaches the guide rail 7 positioned before the delivery recipient, the control processing unit 2318 drives the motor that rotates the rotation table 2319, thereby rotating the rotation table 2319 and rotating the body 2301. At this time, the control processing section 2318 rotates the rotation table 2319 by controlling the motor so that one side of the body main body 2301 (the side of the body main body 2301 on which the goods holding section 2315 is provided) faces the delivery recipient. In this way, the body 2301 is in a posture in which the longitudinal direction of the body 2301 intersects the longitudinal direction of the guide rail 7.

After the rotation table 2319 rotates the body 2301, the control processing unit 2318 controls the motor driving unit 2317 to extend the plurality of sliders relative to the body 2301. Specifically, the control processing unit 2318 causes the 1 st slider 2311, the 2 nd slider 2312, and the 3 rd slider 2313 to extend from the body opening 2301c on one side of the body main body 2301 and causes the 1 st sub slider 2314a to extend from the body opening 2301c on the other side of the body main body 2301 by controlling the motor driving unit 2317. In this way, after the rotation table 2319 rotates the body 2301 with respect to the 3 rd link 2323 and the guide rail 7, the slider 2310 extends with respect to the body 2301.

The control processor 2318 may control the motor driver 2317 to adjust the extension amounts (lengths) of the plurality of sliders so that the body 2301 is balanced with the weight 2316, or may control the propeller drive motor 22a3 and the 3 rd propeller drive motor 22a3 so that the longitudinal posture of the body 2301 is substantially parallel to the horizontal direction, and may control the number of rotations of the plurality of propellers, the side propeller 22a1, and the like. Thus, the slider 2310 is elongated so as to balance between the weight of the cargo and the weight of the weight 2316. That is, the 1 st sub slider 2314a can be extended to secure balance between the weight of the cargo and the buoyancy of the side propeller 22a 1.

In this way, the cargo-holding portion 2315 is located above the delivery-receiving side with respect to the body 2301 and the guide rail 7, and the weight 2316 is located on the opposite side of the delivery-receiving side with respect to the body 2301 and the guide rail 7. Thus, the cargo mounted on the cargo-holding portion 2315 can be positioned above the delivery destination point of the delivery box or the like of the delivery recipient while maintaining the posture of the body main body 2301.

The motor driving unit 2317 rotates the body 2301 with the rotation table 2319, and then extends the plurality of sliders relative to the body 2301. Specifically, the motor driving section 2317 extends the 1 st slider 2311, the 2 nd slider 2312 and the 3 rd slider 2313 in the longitudinal direction of the body 2301 and simultaneously extends the 1 st sub-slider 2314a in the longitudinal direction of the body 2301 so as to be away from the body 2301 in response to a control instruction from the control processing section 2318.

The connector is held (connected) to a guide rail 7 located at the upper portion of the body main body 2301. Specifically, the connector body 2301 is capable of being connected to the guide rail 7 located at a position away from the ground surface in a state of being suspended from the body. In the present embodiment, a plurality of connectors are provided on the body main body 2301. The plurality of connectors have a 1 st connector 2321, a 2 nd connector 2322, and a 3 rd connector 2323. In the present embodiment, three connectors, namely, a 1 st connector 2321, a 2 nd connector 2322, and a 3 rd connector 2323, are provided as the plurality of connectors. The number of the plurality of connectors may be two or four or more.

The 1 st link 2321 is located on one side of the body 2302 in the longitudinal direction. The 2 nd connector 2322 is located on the other side of the length of the torso 2302. The 3 rd connector 2323 is located in a central portion between one side and the other side in the longitudinal direction of the trunk 2302. The connector is an example of a rail holding portion. The 1 st link 2321 is an example of a 1 st rail holding part. The 2 nd link 2322 is an example of a 2 nd rail holding part. The 3 rd link 2323 is an example of a 3 rd guide rail holding portion.

The rotation table 2319 is a top surface of the body 2301, and is provided between the body 2301 and the 3 rd coupling body 2323. The 3 rd link 2323 is coupled to the rotation table 2319. The rotation table 2319 imparts a stress for rotating the body 2301 in response to a control instruction from the control processing unit 2318. Thus, when the 3 rd link 2323 is connected to the guide rail 7, the rotation table 2319 can rotate the body main body 2301 about the center point O. In this way, the rotation table 2319 rotates the body main body 2301 so that the longitudinal direction of the trunk 2302 intersects the direction along the guide rail 7 substantially perpendicularly.

The side propeller 22a1 is provided on the other side (opposite side to the traveling direction) of the body main body 2301. The side propeller 22a1 applies a propulsive force to the main body 2301 in a direction parallel to the guide rail 7. Specifically, the side screw 22a1 is rotated by the 3 rd screw driving motor 22a3 attached to the screw support 22a9 provided on the other side of the 1 st sub slider 2314a, and thereby thrust is imparted to the main body 2301. That is, the 3 rd propeller drive motor 22a3 controls the number of rotations of the side propeller 22a1 in response to a control instruction from the control processing unit 2318. The side propeller 22a1 is an example of a propulsion wing.

As shown in fig. 126, the propeller support 22a9 may be provided on the other side of the main body 2301. Fig. 126 is a diagram illustrating a state in which another cargo-handling device 10p according to embodiment 12 delivers cargo.

The control processor 2318 controls the posture of the propeller support 22a9, so that the side propeller 22a1 can change the posture with respect to the main body 2301 together with the 3 rd propeller drive motor 22a 3. That is, the side propeller 22a1 is rotated by the 3 rd propeller drive motor 22a3, whereby a propulsive force can be applied to the main body 2301 in the vertical direction or in a direction intersecting the longitudinal direction of the main body 2301. The control processing unit 2318 controls a motor capable of changing the posture of the propeller support 22a9, thereby changing the posture of the propeller support 22a 9.

In addition, in the case where the cargo handling device 10p has a propeller drive motor and a plurality of propellers, the plurality of propellers are provided on the top surface of the body main body 2301. The plurality of propellers are in one-to-one correspondence with the plurality of propeller drive motors, and are rotated around the rotation axis of the propeller drive motors by the rotation drive of the respective propeller drive motors, thereby providing thrust and buoyancy to the main body 2301.

Such a cargo handling device 10p is disposed at a position of about 5m or more from the ground surface, including the cargo, when reaching the portion of the guide rail 7 in front of the delivery recipient. At this time, in the case where the load weight of the load is about 5 to 10kg and the weight of the weight 2316 is about 5kg to 15kg, the 1 st slider 2311, the 2 nd slider 2312, the 3 rd slider 2313 and the 1 st sub-slider 2314a may be extended as follows. For example, the front end from the center point O of the body main body 2301 to the 1 st slider 2311 is about 2.5m, the front end from the center point O of the body main body 2301 to the 2 nd slider 2312 is about 3.5m, and the front end from the center point O of the body main body 2301 to the 3 rd slider 2313 is about 4.5m, so that even if there is a distance from the guide rail 7 to the delivery recipient, the goods can be reliably delivered. Further, the posture of the body 2301 can be maintained by setting the front end of the 1 st sub slider 2314a from the center point O of the body 2301 to about 1.8m to 3.5 m. That is, by extending the 1 st slider 2311, the 2 nd slider 2312 and the 3 rd slider 2313 with respect to the body 2301 and extending the 1 st sub-slider 2314a with respect to the body 2301, it is possible to position the load mounted on the load holding portion 2315 above the delivery box of the delivery recipient while maintaining the posture of the body 2301.

Further, one or more sliders are extended according to the distance from the guide rail 7 to the place where the goods of the delivery recipient are placed. Therefore, as shown in fig. 125, the present invention is not limited to the case where all the sliders are extended. The disclosure of fig. 125 is merely one example. The same applies to other drawings. The length of the slider, the weight of the counterweight, and the weight of the cargo are also examples, and are not limited to the description.

Modification 1

In this modification, a case where the number of the plurality of sliders of the cargo transferring device 10p is four will be described with reference to fig. 127. Fig. 127 is a diagram illustrating a state in which another cargo-handling device 10p delivers cargo. In this modification, a difference from embodiment 12 is that a 2 nd sub-slider 2314b is provided in the load carrying device 10p instead of the 3 rd slider 2313.

The plurality of sliders of the load carrying device 10p include a 1 st slider 2311, a 2 nd slider 2312, a 1 st sub-slider 2314a, and a 2 nd sub-slider 2314b.

The 1 st slider 2311 and the 2 nd slider 2312 are disposed on one side of the body 2301, and extend further in the longitudinal direction of the body 2301 from one side of the body 2301. Specifically, the 1 st slider 2311 is coupled to the body 2301 side, and can extend from the body 2301 side in the longitudinal direction of the body 2301 so as to be away from the body 2301, or can be inserted into the body opening 2301c on the body 2301 side. The 2 nd slider 2312 is coupled to the 1 st slider 2311, and can extend from one side of the 1 st slider 2311 in the longitudinal direction of the body 2301 so as to be away from the body 2301, or can be inserted into the 1 st opening 2311c of the 1 st slider 2311.

The 1 st sub slider 2314a and the 2 nd sub slider 2314b are disposed on the other side of the body 2301, and extend further in the longitudinal direction of the body 2301 from the other side of the body 2301. Fig. 127 shows a state in which the 1 st sub slider 2314a and the 2 nd sub slider 2314b extend in the longitudinal direction of the body main body 2301 so as to be away from the body main body 2301 in a direction opposite to the 1 st slider 2311 and the 2 nd slider 2312 side. Specifically, the 1 st sub slider 2314a is coupled to the other side of the body 2301, and can extend from the other side of the body 2301 in the longitudinal direction of the body 2301 so as to be away from the body 2301, or can be inserted into the body opening 2301c on the other side of the body 2301. The 2 nd sub-slider 2314b is coupled to the 1 st sub-slider 2314a, and can extend from the other side of the 1 st sub-slider 2314a in the longitudinal direction of the body main body 2301 so as to be away from the body main body 2301, or can be inserted into the 1 st opening 2314a1 of the 1 st sub-slider 2314 a.

Such a cargo handling device 10p is disposed at a position 5m or more from the ground surface, including the cargo, when reaching the portion of the guide rail 7 before the delivery recipient. For example, in the case where the length of the body main body 2301 is about 1.5m, the distance from the center line O of the body main body 2301 to the tip of the 1 st slider 2311 is about 2.5m, and the distance from the center line O of the body main body 2301 to the tip of the 2 nd slider 2312 is about 3.5m, therefore, even if there is a distance from the guide rail 7 to the delivery recipient, the goods can be reliably delivered. In this modification, the example is shown in which the cargo is sent to the balcony of the facility. Further, the posture of the body 2301 can be maintained by approximately 1.8m from the center line O of the body 2301 to the tip of the 1 st sub slider 2314a and approximately 2.5m from the center line O of the body 2301 to the tip of the 2 nd sub slider 2314 b. That is, by extending the 1 st slider 2311 and the 2 nd slider 2312 with respect to the body 2301 and extending the 1 st sub-slider 2314a and the 2 nd sub-slider 2314b with respect to the body 2301, it is possible to position the load attached to the load holding unit 2315 above the delivery box of the delivery recipient while maintaining the posture of the body 2301.

Modification 2

In this modification, a case where the number of the plurality of sliders of the cargo transferring device 10p is six will be described with reference to fig. 128. Fig. 128 is a diagram illustrating a state in which the cargo-handling device 10p delivers cargo. In this modification, the difference from embodiment 12 is that the 2 nd sub-slider 2314b and the 3 rd sub-slider 2314c are also provided in the load-carrying device 10 p.

The plurality of sliders of the load carrying device 10p include a 1 st slider 2311, a 2 nd slider 2312, a 3 rd slider 2313, a 1 st sub-slider 2314a, a 2 nd sub-slider 2314b, and a 3 rd sub-slider 2314c.

The 1 st slider 2311, the 2 nd slider 2312 and the 3 rd slider 2313 are disposed on one side of the body 2301, and extend further in the longitudinal direction of the body 2301 from the one side of the body 2301. Specifically, the 1 st slider 2311 is coupled to the body 2301 side, and can extend from the body 2301 side in the longitudinal direction of the body 2301 so as to be away from the body 2301, or can be inserted into the body opening 2301c on the body 2301 side. The 2 nd slider 2312 is coupled to the 1 st slider 2311, and can extend from one side of the 1 st slider 2311 in the longitudinal direction of the body 2301 so as to be away from the body 2301, or can be inserted into the 1 st opening 2311c of the 1 st slider 2311. The 3 rd slider 2313 is coupled to the 2 nd slider 2312, and can extend from one side of the 2 nd slider 2312 in the longitudinal direction of the body 2301 so as to be away from the body 2301, or can be inserted into the 2 nd opening 2312c of the 2 nd slider 2312.

The 1 st sub slider 2314a, the 2 nd sub slider 2314b, and the 3 rd sub slider 2314c are disposed on the other side of the body main body 2301, and extend further in the longitudinal direction of the body main body 2301 from the other side of the body main body 2301. Fig. 128 shows a state in which the 1 st sub slider 2314a, the 2 nd sub slider 2314b, and the 3 rd sub slider 2314c extend in the longitudinal direction of the body main body 2301 so as to be away from the body main body 2301 in the direction opposite to the 1 st slider 2311, the 2 nd slider 2312, and the 3 rd slider 2313 side. Specifically, the 1 st sub slider 2314a is coupled to the other side of the body 2301, and can extend from the other side of the body 2301 in the longitudinal direction of the body 2301 so as to be away from the body 2301, or can be inserted into the body opening 2301c on the other side of the body 2301. The 2 nd sub-slider 2314b is coupled to the 1 st sub-slider 2314a, and can extend from the other side of the 1 st sub-slider 2314a in the longitudinal direction of the body main body 2301 so as to be away from the body main body 2301, or can be inserted into the 1 st opening 2314a1 of the 1 st sub-slider 2314 a. The 3 rd sub slider 2314c is coupled to the 2 nd sub slider 2314b, and can extend from the other side of the 2 nd sub slider 2314b in the longitudinal direction of the body main body 2301 so as to be away from the body main body 2301, or can be inserted into the 2 nd opening 2314b1 of the 2 nd sub slider 2314 b.

Such a cargo handling device 10p is disposed at a position 5m or more from the ground surface, including the cargo, when reaching the portion of the guide rail 7 before the delivery recipient. For example, in the case where the length of the body main body 2301 is about 1.5m, the distance from the center point O of the body main body 2301 to the tip of the 1 st slider 2311 is about 2.5m, the distance from the center point O of the body main body 2301 to the tip of the 2 nd slider 2312 is about 3.5m, and the distance from the center point O of the body main body 2301 to the tip of the 3 rd slider 2313 is about 4.5m, so that even if there is a distance from the guide rail 7 to the delivery recipient, the goods can be reliably delivered. In this modification, the example is shown in which the goods are delivered to facilities such as an office building. Further, the posture of the body 2301 can be maintained by approximately 1.8m from the center point O of the body 2301 to the tip of the 1 st sub slider 2314a, approximately 2.5m from the center point O of the body 2301 to the tip of the 2 nd sub slider 2314b, and approximately 3.5m from the center point O of the body 2301 to the tip of the 3 rd sub slider 2314 c. That is, by extending the 1 st slider 2311, the 2 nd slider 2312 and the 3 rd slider 2313 with respect to the body 2301 and extending the 1 st sub-slider 2314a, the 2 nd sub-slider 2314b and the 3 rd sub-slider 2314c with respect to the body 2301, it is possible to position the load attached to the load holding portion 2315 at a predetermined height while maintaining the posture of the body 2301.

In the facility of this modification, there is a cargo receiving room. In the cargo receiving chamber, a carry-in port is formed at a position corresponding to the height of the guide rail 7 from the ground surface. Specifically, the carry-in port is located at a size and a height such that the cargo carrying device 10p connected to the guide rail 7 can insert the cargo by extending a plurality of sliders. Accordingly, the cargo handling device 10p can insert the cargo into the carry-in port by extending the plurality of sliders. Since the belt conveyor is provided below the carry-in port, when the load carrying device 10p separates the load inserted into the carry-in port, the belt conveyor can carry the load that has been carried to the predetermined position.

In the present modification, the cargo receiving room and the carry-in port are formed at two levels of the facility, but the present invention is not limited thereto. The positions of the load receiving chamber and the carry-in port are appropriately set according to the height of the rail 7, the maximum length when the plurality of sliders are extended, and the like.

Working examples

Next, the operation when the cargo handling device 10p reaches the portion of the guide rail 7 in front of the delivery recipient will be described with reference to fig. 129 and 130. Fig. 129 is a flowchart illustrating an operation of the cargo-handling device 10p according to embodiment 12. Fig. 130 is a diagram illustrating an operation of the cargo-handling device 10p according to embodiment 12.

In this working example, a case will be described in which the plurality of sliders of the cargo transferring device 10p include the 1 st slider 2311, the 2 nd slider 2312, the 3 rd slider 2313, the 1 st sub-slider 2314a, and the 2 nd sub-slider 2314 b.

First, as shown in fig. 129, the control processing section 2318 determines whether or not the front of the delivery-receiving side has been reached (S2321). For example, the control processing section 2318 compares the current position obtained from the GPS sensor with the position of the delivery-receiving side obtained from the management server, and determines whether or not they coincide, thereby determining whether or not the position in front of the delivery-receiving side has been reached.

When the current position does not match the destination point (no in S2321), the control processing unit 2318 returns to the process of step S2321.

As shown in fig. 129 and fig. 130 a and b, when the current position matches the destination point (yes in S2321), the control processor 2318 determines that the front of the delivery destination is reached, and drives the motor to rotate the rotary table 2319 to rotate the body main body 2301 (S2322). At this time, the control processor 2318 rotates the rotation table 2319 by driving the motor to rotate the body main body 2301 so that the load is opposed to the facility side of the delivery recipient. In the present embodiment, the rotation table 2319 rotates the body main body 2301 by 90 °.

The control processor 2318 controls a driving unit such as a motor to move the load to the front side of the body 2301 (S2323). The control processor 2318 controls a driving unit such as a motor to move the sub-cargo to the rear side of the body 2301. Thereby, the cargo transferring device 10p is maintained in a predetermined posture.

As shown in fig. 129 and c and d of fig. 130, the control processor 2318 controls the motor driver 2317 to extend the 1 st slider 2311 from the body opening 2301c on one side of the body 2301 and to extend the 1 st sub slider 2314a from the body opening 2301c on the other side of the body 2301 (S2324). In the present embodiment, the 1 st slider 2311 and the 1 st sub slider 2314a are extended simultaneously.

As shown in fig. 129 and d of fig. 130, after the 1 st slider 2311 is extended, the control processing unit 2318 determines whether or not there is a load at a position where the load can be delivered (delivery destination point) (S2325).

If it is determined that there is a load at the position where the load can be dispatched (yes in S2325), the control processing section 2318 controls the wire control module to pay out the wire and lower the load, and unloads the load to the dispatch destination (S2330). That is, the cargo-holding portion 2315 releases the cargo placed at the destination under the control of the control processing portion 2318. In this way, the goods are delivered to the express recipient.

Further, the 1 st hook 2323a of the 3 rd link 2323 and the 2 nd hook 2323b with wheels are provided on the rotating table 2319 of the cargo handling device 10 p. A part of the 1 st hook 2323a of the 3 rd link 2323 is provided on the upper side of the rail 7, and the wheel of the 2 nd hook 2323b is provided on the lower side of the rail 7. By rotating the wheels and moving the body 2301 along the guide rails 7, fine adjustment can be performed when unloading the cargo to the destination position in step S2330. Further, in order to prevent the body 2301 from moving due to wind or the like, the 3 rd link 2323 and the 2 nd hook 2323b sandwich the guide rail 7, so that the body 2301 can be prevented from being deviated. The control processing unit 2318 can adjust the postures of the plurality of sliders by controlling the motor that rotates the rotation table 2319. The control processor 2318 controls the motor capable of changing the posture of the propeller support 22a9, whereby the posture of the side propeller 22a1 is changed by the propeller support 22a9 so that the rotation surface of the side propeller 22a1 is substantially parallel to the horizontal plane. Thus, the control processing unit 2318 can apply a pushing force to the body 2301 in the vertical direction to maintain the posture of the body 2301. In this way, the cargo handling device 10p can deliver the cargo to the destination while maintaining the posture of the body 2301 by suppressing the positional displacement of the cargo with respect to the destination.

When the cargo is removed, the weight of the cargo-handling device 10p on the side of the cargo-holding portion 2315 is reduced, and therefore the longitudinal direction of the body 2301 may be inclined with respect to the substantially horizontal direction, and the posture of the cargo-handling device 10p may not be maintained substantially horizontal. Accordingly, the control processing section 2318 gradually accommodates the extended sub slider in the body opening 2301c on the other end side of the body main body 2301 by controlling the motor driving section 2317 (S2331). In this way, the posture of the body 2301 is maintained so that the longitudinal direction of the body 2301 is substantially parallel to the substantially horizontal direction. Then, the cargo handling device 10p ends the operation of fig. 129. Here, the sub-slider is a generic term including the 1 st sub-slider 2314a, the 2 nd sub-slider 2314b, and the like.

As shown in fig. 129 and 130e, when the control processor 2318 determines that there is no load at a position where the load can be delivered to the delivery destination (no in S2325), the 2 nd slider 2312 is extended from the 1 st opening 2311c on one side of the 1 st slider 2311 and the 1 st sub slider 2314a is further extended from the body opening 2301c on the other side of the body main body 2301 by controlling the motor driver 2317 (S2326). In the present embodiment, the extension of the 2 nd slider 2312 and the extension of the 1 st sub slider 2314a are performed simultaneously.

The control processing unit 2318 determines whether or not there is a load at a position where the load can be delivered to the delivery destination by controlling the motor driving unit 2317 after extending the 2 nd slider 2312 and the 1 st sub-slider 2314a (S2327).

When it is determined that there is a shipment at a position where the shipment can be delivered to the delivery destination (yes in S2327), the control processing section 2318 advances the process to step S2330. Then, the cargo handling device 10p ends the operation of fig. 129.

As shown in fig. 129 and 130f, when the control processing unit 2318 determines that there is no load at a position where the load can be delivered to the delivery destination (no in S2327), the 3 rd slider 2313 is extended from the 2 nd opening 2312c on one side of the 2 nd slider 2312 and the 2 nd sub-slider 2314b is further extended from the 1 st opening 2314a1 on the other side of the 1 st sub-slider 2314a by controlling the motor driving unit 2317 (S2328). In the present embodiment, the extension of the 3 rd slider 2313 and the extension of the 2 nd sub-slider 2314b are performed simultaneously.

The control processing unit 2318 controls the motor driving unit 2317 to extend the 3 rd slider 2313 and the 2 nd sub-slider 2314b, and then determines whether or not there is any cargo at a position where the cargo can be delivered to the delivery destination (S2329).

When it is determined that there is a shipment at a position where the shipment can be delivered to the delivery destination (yes in S2329), the control processing section 2318 advances the process to step S2330. Then, the cargo handling device 10p ends the operation of fig. 129.

When the control processing unit 2318 determines that there is no cargo at a position where the cargo can be delivered to the delivery destination (no in S2329), it ends the processing. For example, the control processing section 2318 contracts the extended plurality of sliders by controlling the motor driving section 2317 because the cargo cannot be dispatched. Then, the control processing section 2318 determines that the shipment of the goods is impossible, and the goods-handling device 10p can return to the original delivery sender.

Embodiment 13

Structure

Hereinafter, the basic configuration of the cargo transferring device 10p of the present embodiment is the same as that of the unmanned aerial vehicle of embodiment 1 and the like, and the basic configuration of the cargo transferring device 10p of embodiment 12 and the like, and therefore, the same reference numerals as those described above are given to the basic configuration of the cargo transferring device 10p of the present embodiment, and the description thereof is omitted as appropriate. The cargo transferring device 10p of the present embodiment is different from embodiment 12 in that it includes a 1 st body 2301a and a 2 nd body 2301b. In this embodiment, the lifting system, the unmanned aerial vehicle, and the like according to embodiments other than embodiment 1 may be used.

Fig. 131 is a diagram illustrating an operation of the cargo-handling device 10p according to embodiment 13.

As shown in fig. 131, the cargo transferring device 10p includes a 1 st body 2301a and a 2 nd body 2301b rotatable with respect to the 1 st body 2301 a.

The 1 st body 2301a is a top surface of the 2 nd body 2301b, and is provided between the 2 nd body 2301b and the guide rail 7. The 1 st body 2301a is another body 2301 different from the 2 nd body 2301b.

The 1 st body 2301a has a 1 st body 2302a rectangular in plan view. The 1 st body 2302a is a rectangular frame, for example. The 1 st main body 2301a is provided with a plurality of connectors, a rotation table 2319, and the like. A plurality of connectors, a turntable 2319, and the like are provided on the top surface side of the 1 st body 2301 a. Specifically, the 1 st connector 2321, the 2 nd connector 2322, and the 3 rd connector 2323 are connected to the top surface of the 1 st body 2301 a. The 1 st body 2301a may have the same structure as the body 2301 described above. The 1 st body 2301a is an example of a body portion. The 1 st body 2302a is an example of a body.

The 2 nd body 2301b has a 2 nd body 2302b rectangular in plan view. The 2 nd body 2302b is, for example, a rectangular frame. The 2 nd body 2302b is elongated relative to the 1 st body 2302a. The 2 nd body 2301b is provided with a plurality of connectors on its top surface, and the 1 st body 2301a, the cargo holding portion 2315, and the like on its top surface. Specifically, the 4 th connector 2324 and the 5 th connector 2325 are connected to the top surface of the 2 nd body 2301b. The 2 nd body 2301b may have the same structure as the body 2301 described above. The 2 nd body 2301b may be an example of a body portion. The 2 nd body 2302b is an example of a body.

The 2 nd body 2301b applies a stress for rotating the 2 nd body 2301b to the 1 st body 2301a according to a control instruction from the control processing unit 2318. Therefore, when the 1 st link 2321, the 2 nd link 2322, and the 3 rd link 2323 are connected to the guide rail 7, the control processing unit 2318 controls the motor so that the 2 nd body 2301b can rotate with respect to the 1 st body 2301a about the center point of the rotation table 2319. In this way, the 2 nd body 2301b rotates so that the longitudinal direction of the 1 st body 2301a intersects the direction along the guide rail 7 substantially perpendicularly. The 2 nd body 2301b may have the same structure as the body described above.

The propeller support 22a9 may be provided on the other side of the 2 nd main body 2301b, or may be provided on the sub slider.

The 2 nd main body 2301b is provided with a slider 2310. That is, the slider 2310 can extend with respect to the 2 nd main body 2301 b.

The slider 2310 may be provided in the 1 st body 2301 a. In this case, the 1 st body 2301a may be configured to rotate with respect to the 2 nd body 2301 b.

The cargo transferring device 10p includes motors that rotate the 1 st link 2321, the 2 nd link 2322, the 3 rd link 2323, the 4 th link 2324, and the 5 th link 2325. The control processing unit 2318 controls the motor to rotate the rail holding unit so that the rail supporting unit supporting the rail 7 does not contact the rail holding unit in order to release the rail holding unit from the holding of the rail 7 when the load carrying device 10p travels on the rail 7.

Working example 1

Next, the operation when the load handling apparatus 10p reaches the portion of the guide rail 7 in front of the delivery recipient will be described. In this working example, the following will be described: the plurality of sliders of the load carrying device 10p include a 1 st slider 2311, a 2 nd slider 2312, a 3 rd slider 2313, a 1 st sub-slider 2314a, and a 2 nd sub-slider 2314b. Since this working example is the same as the flowchart of fig. 129, the same reference numerals are given to the same descriptions, and the descriptions thereof are omitted as appropriate.

First, as shown in fig. 129, the control processing section 2318 determines whether or not the front of the delivery-receiving side has been reached (S2321).

When the current position does not match the destination point (no in S2321), the control processing unit 2318 returns the process to step S2321.

As shown in fig. 129 and fig. 131 a and b, when the current position matches the destination point (yes in S2321), the control processor 2318 determines that the delivery destination has been reached, and drives the motor to rotate the 2 nd body 2301b relative to the 1 st body 2301a (S2322). At this time, the control processor 2318 drives the motor to rotate the 2 nd body 2301b relative to the 1 st body 2301a so that the load is opposed to the facility side of the delivery recipient. In the present embodiment, the 2 nd body 2301b is rotated 90 ° with respect to the 1 st body 2301 a. Thus, the longitudinal direction of the 2 nd body 2301b is orthogonal to the longitudinal direction of the 1 st body 2301 a.

The control processor 2318 controls a driving unit such as a motor to move the load to the front of the 2 nd main body 2301b (S2323). The control processor 2318 controls a driving unit such as a motor to move the sub-cargo to the rear side of the body 2301. Thereby, the cargo transferring device 10p is maintained in a predetermined posture.

As shown in fig. 129 and fig. 131 c, the control processing unit 2318 controls the motor driving unit 2317 to extend the 1 st slider 2311 from the body opening 2301c on one side of the 2 nd body 2301b and to extend the 1 st sub-slider 2314a from the body opening 2301c on the other side of the 2 nd body 2301b (S2324). In the present embodiment, the 1 st slider 2311 and the 1 st sub slider 2314a are extended simultaneously.

After the 1 st slider 2311 is extended, the control processing unit 2318 determines whether or not there is a load at a position where the load can be delivered to the delivery destination (S2325).

When it is determined that there is a cargo at a position where the cargo can be dispatched to the dispatch destination (yes in S2325), the control processor 2318 controls the wire control module to discharge the wire and lower the cargo, and unloads the cargo to the dispatch destination (S2330). That is, the cargo-holding portion 2315 is controlled by the control processing portion 2318 to disengage the cargo placed at the destination. In this way, the goods are dispatched to the express recipient.

The control processing section 2318 gradually accommodates the extended sub slider in the body opening 2301c on the other end side of the 2 nd body 2301b by controlling the motor driving section 2317 in order to maintain the posture of the 2 nd body 2301b (S2331). In this way, the posture of the body 2301 is maintained so that the longitudinal direction of the 2 nd body 2301b is substantially parallel to the substantially horizontal direction. Then, the cargo handling device 10p ends the operation of fig. 129.

As shown in fig. 129 and c and d of fig. 131, when the control processing unit 2318 determines that there is no load at a position where the load can be delivered to the delivery destination (no in S2325), the 2 nd slider 2312 is extended from the 1 st opening 2311c on one side of the 1 st slider 2311 and the 1 st sub slider 2314a is further extended from the body opening 2301c on the other side of the 2 nd body 2301b by controlling the motor driving unit 2317 (S2326).

As shown in fig. 129 and 131 d, the control processor 2318 controls the motor driver 2317 to extend the 2 nd slider 2312 and the 1 st sub-slider 2314a, and then determines whether or not there is a load at a position where the load can be delivered to the delivery destination (S2327). Then, the cargo transferring device 10p ends the operation of fig. 129 through the processing of steps S2327 to S2331.

Working example 2

Next, the operation of the cargo transferring device 10p when the 1 st rail 7a and the 2 nd rail 7b intersect will be described with reference to fig. 132A. Fig. 132A is a diagram illustrating an operation of the cargo transferring device 10p according to embodiment 13 in a case where the 1 st rail 7a is connected to the 2 nd rail 7 b. Here, the 1 st rail 7a and the 2 nd rail 7b are included in the rail 7. In this working example, the 1 st body 2301a, the 2 nd body 2301b, and the like are shown as examples of clockwise rotation.

The 1 st link 2321, the 2 nd link 2322, the 4 th link 2324, and the 5 th link 2325 used in this working example are the links shown in fig. 132B. Fig. 132B is a diagram illustrating a connector according to embodiment 13. The 1 st link 2321 and the 5 th link 2325 are bilaterally symmetrical to the 2 nd link 2322 and the 4 th link 2324. As shown in a of fig. 133B, the 1 st link 2321 and the 5 th link 2325 are links disposed (connected) on the right side when facing the traveling direction of the cargo handling device 10p, and as shown in B of fig. 132B, the 2 nd link 2322 and the 4 th link 2324 are links disposed (connected) on the left side when facing the traveling direction of the cargo handling device 10 p. These connection bodies of fig. 132B have a hook 2326 connected to the guide rail 7, a roller 2327m provided on an inner peripheral surface side of the hook 2326 (an opposite side of the guide rail 7) and rotatably in contact with the guide rail 7, and a motor 2328 that rotates the roller 2327 m. These connectors may not include the motor 2328, and the motor 2328 is not an essential component of these connectors. The hook 2326 can be connected (hooked) to the rail 7. The roller 2327m is a wheel for rotatably contacting the rail 7, and is rotatably provided on the hook 2326. Specifically, when the hook 2326 is connected to the guide rail 7, the roller 2327m is supported by a shaft support portion 2327s provided on a rotation shaft of the motor 2328 of the hook 2326, and rotates about the shaft support portion 2327 s. The motor 2328 is driven and controlled by the control processing section 2318, and rotates the shaft support section 2327s to rotate the roller 2327 m.

The control processing unit 2318 rotates the side screw 22a1 to cause the load carrying device 10p to travel along the 1 st rail 7 a. As shown in fig. 132A, B, and 132B, when the 4 th link 2324 approaches the 2 nd rail 7B, the control processing unit 2318 rotates the hook 2326 of the 4 th link 2324 to bring the 4 th link 2324 into an open state, and when the 4 th link 2324 passes under the 2 nd rail 7B, rotates the hook 2326 of the 4 th link 2324 to bring the 4 th link 2324 into a closed state.

When the load transfer device 10p travels slightly and the 1 st link 2321 approaches the 2 nd rail 7b, the control processing unit 2318 rotates the hook 2326 of the 1 st link 2321 to bring the 1 st link 2321 into an open state, and then rotates the hook 2326 of the 1 st link 2321 to bring the 1 st link 2321 into a closed state when the 1 st link 2321 passes under the 2 nd rail 7 b.

When the cargo transferring device 10p travels slightly and the 3 rd link 2323 approaches the 2 nd rail 7b, the control processing unit 2318 stops the travel by stopping the rotation of the side screw 22a 1. As shown in fig. 132A c and 132B, the control processing unit 2318 rotates the hooks 2326 of the 1 st link 2321 and the 2 nd link 2322, and opens the 1 st link 2321 and the 2 nd link 2322. The 1 st link 2321 and the 2 nd link 2322 are disconnected from the 1 st rail 7a and are disposed vertically below the 1 st rail 7a and the 2 nd rail 7b so that the 1 st link 2321 and the 2 nd link 2322 do not contact the 1 st rail 7a and the 2 nd rail 7 b.

The control processing unit 2318 rotates the 1 st body 2301a with respect to the 2 nd body 2301 b. Thus, the longitudinal direction of the 1 st body 2301a is in a posture intersecting the longitudinal direction of the 2 nd body 2301 b. In the present embodiment, the control processing section 2318 rotates the 1 st body 2301a clockwise by 90 °.

When the 1 st body 2301a is disposed below the 2 nd rail 7b, the control processor 2318 rotates the hook 2326 of the 1 st link 2321 to bring the 1 st link 2321 into a closed state, and rotates the hook 2326 of the 2 nd link 2322 to bring the 2 nd link 2322 into a closed state. Thus, the control processing unit 2318 can connect the 1 st link 2321 and the 2 nd link 2322 to the 2 nd rail 7b.

Next, as shown in d of fig. 132A and 132B, the control processing unit 2318 rotates the hooks 2326 of the 4 th link 2324 and the 5 th link 2325, and brings the 4 th link 2324 and the 5 th link 2325 into an open state. The 4 th link 2324 and the 5 th link 2325 are disconnected from the 1 st rail 7a and are disposed vertically below the 1 st rail 7a and the 2 nd rail 7b so that the 4 th link 2324 and the 5 th link 2325 do not contact the 1 st rail 7a and the 2 nd rail 7b.

The control processing unit 2318 rotates the 2 nd body 2301b with respect to the 1 st body 2301 a. Thus, the longitudinal direction of the 1 st body 2301a is substantially parallel to the longitudinal direction of the 2 nd body 2301 b. In the present embodiment, the control processing section 2318 rotates the 2 nd body main body 2301b clockwise by 90 °.

When the 2 nd main body 2301b is disposed below the 2 nd rail 7b, the control processor 2318 rotates the hook 2326 of the 4 th link 2324 to bring the 4 th link 2324 into a closed state, and rotates the hook 2326 of the 5 th link 2325 to bring the 5 th link 2325 into a closed state. Thus, the control processing unit 2318 can connect the 4 th link 2324 and the 5 th link 2325 to the 2 nd rail 7b.

Fig. 132C is a diagram illustrating another operation of the cargo transferring device 10p according to embodiment 13 when the vehicle runs after being connected from the 1 st rail 7a to the 2 nd rail 7b. As shown in fig. 132C and 132B, the control processing section 2318 rotates the hook 2326 of the 3 rd link 2323 and brings the 3 rd link 2323 into an open state. The 3 rd link 2323 is disconnected from the 1 st rail 7a and is disposed vertically below the 1 st rail 7a and the 2 nd rail 7b so that the 3 rd link 2323 does not contact the 1 st rail 7a and the 2 nd rail 7b. The control processing unit 2318 rotates the rotation table 2319 to rotate the 3 rd link 2323 in the opened state around the center point of the rotation table 2319. Specifically, the control processing unit 2318 rotates the 3 rd link 2323 around the center point of the rotation table 2319 so that the opening surfaces of the hooks 2326 of the 3 rd link 2323 intersect with the 2 nd rail 7b. Thus, the 3 rd link 2323 rotates clockwise by the rotation of the rotation table 2319, and moves vertically downward of the 2 nd rail 7b. The control processor 2318 controls the 3 rd propeller drive motor 22a3 to rotate the side propeller 22a1 to slightly advance and stop the rotation of the side propeller 22a 1. The control processing portion 2318 rotates the hook 2326 of the 3 rd connector 2323 and brings the 3 rd connector 2323 into a closed state. By bringing the 3 rd link 2323 into the closed state, the 3 rd link 2323 is connected to the 2 nd rail 7b.

In this way, the opening surfaces of the hooks 2326 of the 1 st link 2321, the 2 nd link 2322, the 3 rd link 2323, the 4 th link 2324, and the 5 th link 2325 are arranged so as to face each other (substantially parallel), and all the postures are restored to the original state. That is, the 1 st link 2321, the 2 nd link 2322, the 3 rd link 2323, the 4 th link 2324, and the 5 th link 2325 are connected to the 2 nd rail 7b.

When the cargo handling device 10p travels and the 2 nd link 2322 approaches the 1 st rail 7a, the 2 nd link 2322 is opened and passes through the intersection with the 1 st rail 7a and the 2 nd rail 7b, and then the 2 nd link 2322 is closed and the 2 nd link 2322 is connected to the 1 st rail 7a. When the load carrying device 10p travels and the 5 th link 2325 approaches the 1 st rail 7a, the 5 th link 2325 is opened and passes through the intersection with the 1 st rail 7a and the 2 nd rail 7b, and then the 5 th link 2325 is closed, and the 5 th link 2325 is connected to the 1 st rail 7a. In this way, the cargo handling device 10p can be connected from the 1 st rail 7a to the 2 nd rail 7b.

Working example 3

Next, the operation of the cargo transferring device 10p when the 1 st rail 7a and the 2 nd rail 7B intersect will be described with reference to fig. 133A, 133B, and the like. Fig. 133A is a diagram illustrating another operation of the cargo handling device according to embodiment 13 in a case where the cargo handling device is connected from the 1 st rail to the 2 nd rail. Fig. 133B is a diagram illustrating another operation of the cargo handling device according to embodiment 13 when the cargo handling device runs after being connected from the 1 st rail to the 2 nd rail.

In this working example, the case where the 1 st body 2301a is rotated after the 2 nd body 2301b is rotated counterclockwise is shown as an example, but the same reference numerals are given to the same contents as those in working example 2, and the description thereof is omitted as appropriate. The 1 st link 2321, the 2 nd link 2322, the 4 th link 2324, and the 5 th link 2325 used in this working example are also the same as those used in working example 2.

The control processing unit 2318 rotates the side screw 22a1 to cause the load carrying device 10p to travel along the 1 st rail 7 a. As shown in fig. 133A and b, when the 4 th link 2324 approaches the 2 nd rail 7b, the control processing unit 2318 rotates the hook of the 4 th link 2324 to bring the 4 th link 2324 into an open state, and then, when the 4 th link 2324 passes under the 2 nd rail 7b, rotates the hook of the 4 th link 2324 to bring the 4 th link 2324 into a closed state.

When the load transfer device 10p travels slightly and brings the 1 st link 2321 closer to the 2 nd rail 7b, the control processing unit 2318 rotates the hook of the 1 st link 2321 and brings the 1 st link 2321 into an open state, and then rotates the hook of the 1 st link 2321 and brings the 1 st link 2321 into a closed state when the 1 st link 2321 passes vertically below the 2 nd rail 7 b.

When the cargo transferring device 10p travels slightly and the 3 rd link 2323 approaches the 2 nd rail 7b, the control processing unit 2318 stops the travel by stopping the rotation of the side screw 22a 1. As shown in c of fig. 133A, the control processing unit 2318 rotates the hooks of the 4 th link 2324 and the 5 th link 2325, and opens the 4 th link 2324 and the 5 th link 2325. The 4 th link 2324 and the 5 th link 2325 are disconnected from the 1 st rail 7a and are disposed vertically below the 1 st rail 7a and the 2 nd rail 7b so that the 4 th link 2324 and the 5 th link 2325 do not contact the 1 st rail 7a and the 2 nd rail 7b.

The control processing unit 2318 rotates the 2 nd body 2301b with respect to the 1 st body 2301 a. Thus, the longitudinal direction of the 2 nd body 2301b is in a posture intersecting the longitudinal direction of the 1 st body 2301 a. In the present embodiment, the control processing section 2318 rotates the 2 nd body main body 2301b counterclockwise by 90 °.

When the 2 nd main body 2301b is disposed below the 2 nd rail 7b, the control processor 2318 rotates the hook of the 4 th link 2324 to bring the 4 th link 2324 into a closed state, and rotates the hook of the 5 th link 2325 to bring the 5 th link 2325 into a closed state. Thus, the control processing unit 2318 can connect the 4 th link 2324 and the 5 th link 2325 to the 2 nd rail 7b.

Next, as shown in d of fig. 133A, the control processing unit 2318 rotates the hooks of the 1 st link 2321 and the 2 nd link 2322, and brings the 1 st link 2321 and the 2 nd link 2322 into an open state. The 1 st link 2321 and the 2 nd link 2322 are disconnected from the 1 st rail 7a and are disposed vertically below the 1 st rail 7a and the 2 nd rail 7b so that the 1 st link 2321 and the 2 nd link 2322 do not contact the 1 st rail 7a and the 2 nd rail 7b.

The control processing unit 2318 rotates the 1 st body 2301a with respect to the 2 nd body 2301 b. Thus, the longitudinal direction of the 1 st body 2301a is substantially parallel to the longitudinal direction of the 2 nd body 2301 b. In the present embodiment, the control processing section 2318 rotates the 1 st body 2301a counterclockwise by 90 °.

When the 1 st body 2301a is disposed below the 2 nd rail 7b, the control processor 2318 rotates the hook of the 4 th link 2324 to bring the 4 th link 2324 into a closed state, and rotates the hook of the 5 th link 2325 to bring the 5 th link 2325 into a closed state. Thus, the control processing unit 2318 can connect the 4 th link 2324 and the 5 th link 2325 to the 2 nd rail 7b.

As shown in fig. 133B, the control processing unit 2318 rotates the hook of the 3 rd link 2323 to open the 3 rd link 2323. The 3 rd link 2323 is disconnected from the 1 st rail 7a and is disposed vertically below the 1 st rail 7a and the 2 nd rail 7b so that the 3 rd link 2323 does not contact the 1 st rail 7a and the 2 nd rail 7b. The control processing unit 2318 rotates the rotation table 2319 to rotate the 3 rd link 2323 in the opened state around the center point of the rotation table 2319. Specifically, the control processing unit 2318 rotates the 3 rd link 2323 around the center point of the rotation table 2319 so that the opening of each hook of the 3 rd link 2323 intersects with the 2 nd rail 7b. Thus, the 3 rd link 2323 rotates counterclockwise by the rotation of the rotation table 2319, and moves vertically downward of the 2 nd rail 7b. The control processing section 2318 controls the 3 rd propeller drive motor 22a3 so that the rotation of the side propeller 22a1 is stopped by slightly advancing and retreating the side propeller 22a 1. The control processing unit 2318 rotates the hook of the 3 rd connector 2323 to bring the 3 rd connector 2323 into a closed state. The 3 rd link 2323 is in a closed state, and the 3 rd link 2323 is connected to the 2 nd rail 7b.

In this way, the opening surfaces of the hooks 1722 of the 1 st link 2321, the 2 nd link 2322, the 3 rd link 2323, the 4 th link 2324, and the 5 th link 2325 are arranged so as to face each other (substantially parallel), and all the postures are restored to the original state. That is, the 1 st link 2321, the 2 nd link 2322, the 3 rd link 2323, the 4 th link 2324, and the 5 th link 2325 are connected to the 2 nd rail 7b.

When the cargo handling device 10p travels and the 2 nd link 2322 approaches the 1 st rail 7a, the 2 nd link 2322 is opened and then passed through the intersection with the 1 st rail 7a and the 2 nd rail 7b, and then the 2 nd link 2322 is closed, so that the 2 nd link 2322 is connected to the 1 st rail 7a. When the load carrying device 10p travels and the 5 th link 2325 approaches the 1 st rail 7a, the 5 th link 2325 is opened, and the 5 th link 2325 is closed after passing through the intersection with the 1 st rail 7a and the 2 nd rail 7b, so that the 5 th link 2325 is connected with the 1 st rail 7a. In this way, the cargo handling device 10p can be connected from the 1 st rail 7a to the 2 nd rail 7b.

Working example 4

Next, in this operation, a case where the cargo transferring device 10p travels from the rail 7a1 to the rail 7a2 is illustrated using fig. 134 and the like. Fig. 134 is a diagram illustrating an example of the operation of the cargo transferring device 10p according to embodiment 13 when the cargo transferring device is moved upward on the inclined rail 7. In this working example, the same reference numerals are given to the same contents as those of other working examples, and the description thereof is omitted as appropriate.

The guide rail 7 in this work includes: a guide rail 7a1 of a horizontal portion substantially parallel to the horizontal plane, and a guide rail 7a2 of an inclined portion of the other portion inclined to the horizontal plane. Specifically, one end of the horizontal portion of the guide rail 7a1 is connected to the other end of the inclined portion of the guide rail 7a2 via the connecting portion 7 e. The connection portion 7e is connected and fixed to a rail support portion provided on a utility pole or the like provided on the ground or the like.

The 1 st link 2321, the 2 nd link 2322, the 4 th link 2324, and the 5 th link 2325 used in this working example are also the same as those used in working example 2 and the like. In addition, the 3 rd connector 2323 has a1 st hook 2323a and a2 nd hook 2323b, and the 1 st hook 2323a is symmetrical with the 2 nd hook 2323 b. Further, at least one of the 1 st hook 2323a and the 2 nd hook 2323b is provided with a roller 2327m.

As shown in fig. 134a, the cargo-handling device 10p travels along the guide rail 7a1 by rotating the side propeller 22a 1. When the distance between the connection portion 7e and the 1 st connection body 2321 is smaller than the predetermined distance, the control processing portion 2318 controls the 3 rd propeller drive motor 22a3 on the rear side for rotating the side propeller 22a1, thereby stopping the rotation of the side propeller 22a 1. Thereby, the cargo transferring device 10p stops traveling.

When the distance between the connection portion 7e and the 1 st connection body 2321 is smaller than the predetermined distance, the control processing portion 2318 rotates the 4 th connection body 2324 and the 1 st connection body 2321 to bring the 4 th connection body 2324 and the 1 st connection body 2321 into an open state. When the 4 th link 2324 and the 1 st link 2321 are opened and the 1 st body 2301a and the 2 nd body 2301b pass under the connection portion 7e, the 4 th link 2324 and the 1 st link 2321 do not contact the rail support portion.

The control processor 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to rotate the side propeller 22a 1. As a result, the cargo handling device 10p advances, and the 4 th link 2324 and the 1 st link 2321 pass under the vertical direction of the connection portion 7 e.

As shown in b of fig. 134, the control processing unit 2318 slightly rotates the 4 th link 2324 and the 1 st link 2321 to such an extent that the 4 th link 2324 and the 1 st link 2321 can be connected to the guide rail 7a2, and sets the 4 th link 2324 and the 1 st link 2321 in a half-open state (also referred to as a half-closed state). The 4 th link 2324 and the 1 st link 2321 are mounted on the guide rail 7a2 with the respective rollers 2327m in contact with the guide rail 7a2.

The control processing unit 2318 slightly rotates the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd link 2323 to such an extent that the 3 rd link 2323 can be connected to the guide rail 7a2, and becomes a half-open state (also referred to as a half-closed state).

The control processing unit 2318 rotates the 5 th link 2325 and the 2 nd link 2322, and opens the 5 th link 2325 and the 2 nd link 2322. The 5 th link 2325 and the 2 nd link 2322 are opened. Accordingly, the 4 th link 2324 and the 1 st link 2321 in the half open state are connected to the rail 7a1, and the 3 rd link 2323 in the half open state is connected to the rail 7a2, so that the load transfer apparatus 10p and the 3 rd link 2323 tilt about the rail 7a1 as a fulcrum, as shown in c of fig. 134.

The control processor 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to rotate the side propeller 22a 1. As a result, the load carrying device 10p advances, and the 5 th link 2325 and the 2 nd link 2322 pass under the vertical direction of the connection portion 7e without coming into contact with the rail support portion. Then, the control processing unit 2318 brings all of the 1 st link 2321, the 2 nd link 2322, the 3 rd link 2323, the 4 th link 2324 and the 5 th link 2325 into the closed state, and the load transfer device 10p can travel after being connected to the guide rail 7a 2.

Working example 5

Next, in this operation, a case where the cargo transferring device 10p turns right is illustrated by way of example using fig. 135A, 135B, and the like. Fig. 135A is a diagram illustrating an example of the operation of the cargo transferring device 10p according to embodiment 13 when the right-hand side of the right-hand curved rail 7 is turned. Fig. 135B is a diagram illustrating an operation of the cargo transferring device according to embodiment 13 when the device is driven on a rail after turning right. In this working example, the same reference numerals are given to the same contents as those of other working examples, and the description thereof is omitted as appropriate.

As shown in fig. 135A and 135B, the guide rail 7 in this operation includes: a guide rail 7a1 of a horizontal portion substantially parallel to the horizontal plane, and a guide rail 7a3 of which the travel route is curved rightward with respect to the longitudinal direction of the guide rail 7a 1. The guide rail 7a1 and the guide rail 7a3 are substantially parallel to the horizontal plane. Specifically, one end of the rail 7a1 in the horizontal portion is connected to the other end of the rail 7a3 via the connecting portion 7 e. The connection portion 7e is connected and fixed to a rail support portion 7x provided on a utility pole or the like provided on the ground or the like. The coupling portions of the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd coupling body 2323 and the rotation table 2319 are located on the right side of the 1 st body main body 2301a, that is, on the opposite side of the rail support portion 7x side. The joint portion is a black portion of fig. 135A and 135B.

The 1 st link 2321, the 2 nd link 2322, the 4 th link 2324, and the 5 th link 2325 used in this working example are also the same as those used in working example 2 and the like. In addition, the 3 rd connector 2323 has a1 st hook 2323a and a 2 nd hook 2323b, and the 1 st hook 2323a is symmetrical with the 2 nd hook 2323 b. At least one of the 1 st hook 2323a and the 2 nd hook 2323b is provided with a roller 2327m.

As shown in a of fig. 135A, the cargo-handling device 10p travels along the guide rail 7a1 by rotating the side propeller 22a 1. When the distance between the connection portion 7e and the 1 st connection body 2321 is smaller than the predetermined distance, the control processing portion 2318 controls the 3 rd propeller drive motor 22a3 on the rear side for rotating the side propeller 22a1, thereby stopping the rotation of the side propeller 22a 1. Thereby, the cargo transferring device 10p stops traveling.

When the distance between the connection portion 7e and the 1 st connection body 2321 is smaller than the predetermined distance, the control processing portion 2318 rotates the 4 th connection body 2324 and the 1 st connection body 2321 to bring the 4 th connection body 2324 and the 1 st connection body 2321 into an open state. When the 4 th link 2324 and the 1 st link 2321 are opened and the 1 st body 2301a and the 2 nd body 2301b pass under the connection portion 7e, the 4 th link 2324 and the 1 st link 2321 do not contact the rail support portion 7 x. The 1 st link 2321 is held in a posture in which the guide rail 7a3 is extended, so that it can be coupled (clamped) with the guide rail 7a 3.

The control processor 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to rotate the side propeller 22a 1. As a result, the cargo handling device 10p advances, and the 4 th link 2324 and the 1 st link 2321 pass under the vertical direction of the connection portion 7 e.

In fig. 135A, since the rail supporting portion 7x extends from the left side to the connecting portion 7e, that is, since the rail supporting portion 7x extends from the 4 th link 2324 side to the connecting portion 7e with respect to the 1 st link 2321, only the 4 th link 2324 is opened by the control processing portion 2318, and the 1 st link 2321 can pass through the connecting portion 7e without coming into contact with the rail supporting portion 7 x.

When the distance between the connection portion 7e and the 3 rd connection body 2323 is smaller than the predetermined distance, the control processing portion 2318 rotates only the 1 st hook 2323a of the 3 rd connection body 2323 and brings only the 1 st hook 2323a into an open state. By setting only the 1 st hook 2323a of the 3 rd connector 2323 to an open state, the 1 st hook 2323a of the 3 rd connector 2323 does not contact the coupling portion 7e when the 1 st body 2301a and the 2 nd body 2301b pass under the vertical direction of the coupling portion 7e.

The control processor 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to rotate the side propeller 22a 1. As a result, the cargo handling device 10p advances, and the 1 st hook 2323a of the 3 rd link 2323 passes under the vertical direction of the connecting portion 7e.

As shown in b of fig. 135A, the control processor 2318 rotates the 1 st hook 2323a of the 3 rd link 2323 to bring the 1 st hook 2323a of the 3 rd link 2323 into a closed state. Thus, the 1 st hook 2323a of the 3 rd connector 2323 is connected with the rail 7a 3.

As shown in c of fig. 135A, the control processing section 2318 rotates the 2 nd link 2322 to bring the 2 nd link 2322 into an open state. The connection between the 2 nd connector 2322 and the rail 7a1 is released, and the 2 nd connector 2322 is disposed vertically below the rail 7a1 so that the 2 nd connector 2322 does not contact the rail 7a 1.

The control processor 2318 controls the motor to rotate the 1 st body 2301a relative to the 2 nd body 2301b so that the longitudinal direction of the 1 st body 2301a is parallel to the longitudinal direction of the guide rail 7a 3. Thus, the longitudinal direction of the 1 st body 2301a is in a posture intersecting the longitudinal direction of the 2 nd body 2301 b. In the present embodiment, the control processing unit 2318 rotates the 1 st body 2301a clockwise so that the longitudinal direction of the 1 st body 2301a is substantially parallel to the longitudinal direction of the guide rail 7a 3. In addition, since the center of gravity of the cargo-handling device 10p is unchanged, the cargo-handling device 10p is stable.

As shown in d and e of fig. 135A, the control processor 2318 rotates the 1 st link 2321 to bring the 1 st link 2321 into a closed state. Thus, the 1 st link 2321 is connected to the guide rail 7a 3.

As shown in e and f of fig. 135A, the control processing portion 2318 rotates the 5 th link 2325 to bring the 5 th link 2325 into an open state. The connection between the 5 th connector 2325 and the rail 7a1 is released, and the 5 th connector 2325 is disposed vertically below the rail 7a1 so that the 5 th connector 2325 does not contact the rail 7a 1.

The control processor 2318 controls the motor to rotate the 2 nd body 2301b relative to the 1 st body 2301a so that the longitudinal direction of the 2 nd body 2301b is parallel to the longitudinal direction of the guide rail 7a 3. Thus, the longitudinal direction of the 2 nd body 2301b is substantially parallel to the longitudinal direction of the 1 st body 2301 a. In the present embodiment, the control processing unit 2318 rotates the 2 nd body 2301b clockwise so that the longitudinal direction of the 2 nd body 2301b is substantially parallel to the longitudinal direction of the guide rail 7a 3.

Further, a notch 2301k for avoiding interference with the 1 st and 2 nd connectors 2321 and 2322 provided in the 1 st body 2301a is formed in the 2 nd body 2301 b. In other words, the 2 nd body 2301b is formed with a recess, and when the longitudinal direction of the 1 st body 2301a and the longitudinal direction of the 2 nd body 2301b are in a substantially parallel posture, the recess suppresses contact with the 1 st and 2 nd connectors 2321 and 2322. Therefore, when the longitudinal direction of the 1 st body 2301a and the longitudinal direction of the 2 nd body 2301b are in a substantially parallel posture, a part of the 1 st connector 2321 and a part of the 2 nd connector 2322 (a part on the connection portion side with the 1 st body 2301 a) are disposed in the notch 2301k (concave portion) of the 2 nd body 2301 b.

The control processing portion 2318 rotates the 4 th link 2324 to bring the 4 th link 2324 into a closed state. Thus, the 4 th link 2324 is connected to the guide rail 7a3.

As shown in f of fig. 135A and fig. 135B, the control processor 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to rotate the side propeller 22a 1. As a result, the cargo handling device 10p advances, and the 2 nd hook 2323b, the 2 nd link 2322, and the 5 th link 2325 of the 3 rd link 2323 pass under the vertical direction of the connection portion 7 e.

The control processing section 2318 rotates the 2 nd hook 2323b, the 2 nd link 2322, and the 5 th link 2325 of the 3 rd link 2323 and brings the 2 nd link 2322 and the 5 th link 2325 into a closed state after the 2 nd hook 2323b, the 2 nd link 2322, and the 5 th link 2325 of the 3 rd link 2323 pass under the vertical direction of the connection section 7e, respectively. Thus, the 2 nd hook 2323b of the 3 rd link 2323, the 2 nd link 2322, and the 5 th link 2325 are connected to the guide rail 7a3. In this way, the cargo handling device 10p advances along the guide rail 7a3.

Working example 6

Next, in this operation, a case where the cargo transferring device 10p turns right is illustrated by way of example using fig. 135C and the like. Fig. 135C is a diagram illustrating an operation of another cargo transferring device 10p according to embodiment 13 when the vehicle turns right on the right-hand curved rail 7.

The present operation differs from working example 5 in that the coupling portions of the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd coupling body 2323 and the rotation table 2319 are located on the left side of the 1 st body 2301a, that is, on the opposite side of the rail supporting portion 7x side. The joining portion is a darkened portion of fig. 135C. Since this operation is the same as that of working example 5, the same reference numerals are given to the same contents, and the description thereof is omitted as appropriate. The 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd link 2323 of this working example are independently rotatable with respect to the center point of the rotation table 2319. Therefore, the 1 st hook 2323a and the 2 nd hook 2323b can each shift the posture.

As shown in a of fig. 135C, after the 4 th link 2324 and the 1 st link 2321 are passed under the vertical direction of the connection portion 7e, when the distance between the connection portion 7e and the 3 rd link 2323 is smaller than the predetermined distance, the control processing portion 2318 rotates only the 1 st hook 2323a of the 3 rd link 2323 to bring only the 1 st hook 2323a into the open state, and decenters only the 1 st hook 2323a of the 3 rd link 2323 clockwise with respect to the center point of the turntable 2319.

The control processor 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to rotate the side propeller 22a1 to advance the cargo handling device 10p, and causes the 1 st hook 2323a of the 3 rd link 2323 to pass vertically below the link 7 e. The 1 st link 2321 is kept in a posture of protruding toward the rail 7a3 so as to be able to be coupled (clamped) with the rail 7a 3.

As shown in b of fig. 135C, the control processing portion 2318 rotates the 1 st hook 2323a of the 3 rd link 2323 to bring the 1 st hook 2323a of the 3 rd link 2323 into a closed state. Thus, the 1 st hook 2323a of the 3 rd connector 2323 is connected to the rail 7a3.

As shown in C of fig. 135C, the control processing section 2318 rotates the 2 nd link 2322 to bring the 2 nd link 2322 into an open state. The control processor 2318 controls the motor to rotate the 1 st body 2301a relative to the 2 nd body 2301b so that the longitudinal direction of the 1 st body 2301a is parallel to the longitudinal direction of the guide rail 7a3. Thus, the longitudinal direction of the 1 st body 2301a is in a posture intersecting the longitudinal direction of the 2 nd body 2301 b.

As shown in d and e of fig. 135C, the control processor 2318 rotates the 1 st link 2321 to bring the 1 st link 2321 into a closed state. Thus, the 1 st link 2321 is connected to the guide rail 7a3.

As shown in e and f of fig. 135C, the control processing unit 2318 rotates the 5 th link 2325 to bring the 5 th link 2325 into an open state. The connection between the 5 th connector 2325 and the rail 7a1 is released, and the 5 th connector 2325 is disposed vertically below the rail 7a1 so that the 5 th connector 2325 does not contact the rail 7a 1.

The control processor 2318 controls the motor to rotate the 2 nd body 2301b relative to the 1 st body 2301a so that the longitudinal direction of the 2 nd body 2301b is parallel to the longitudinal direction of the guide rail 7a 3. Thus, the longitudinal direction of the 2 nd body 2301b is substantially parallel to the longitudinal direction of the 1 st body 2301 a.

The control processing portion 2318 rotates the 4 th link 2324 to bring the 4 th link 2324 into a closed state. Thus, the 4 th link 2324 is connected to the guide rail 7a 3.

The control processing portion 2318 rotates the 2 nd hook 2323b of the 3 rd link 2323 to bring the 2 nd hook 2323b of the 3 rd link 2323 into an open state. Thereby, the connection between the 2 nd hook 2323b of the 3 rd link 2323 and the rail 7a1 is released, and the 2 nd hook 2323b of the 3 rd link 2323 is disposed vertically below the rail 7a1 so that the 2 nd hook 2323b of the 3 rd link 2323 does not contact the rail 7a 1.

The control processor 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to rotate the side propeller 22a 1. As a result, the cargo handling device 10p advances, and the 2 nd hook 2323b, the 2 nd link 2322, and the 5 th link 2325 of the 3 rd link 2323 pass under the vertical direction of the connection portion 7 e.

As shown in f of fig. 135C and fig. 135B, the control processing unit 2318 rotates the 2 nd hook 2323B, the 2 nd link 2322, and the 5 th link 2325 of the 3 rd link 2323 to bring the 2 nd link 2322 and the 5 th link 2325 into the closed state after the 2 nd hook 2323B, the 2 nd link 2322, and the 5 th link 2325 of the 3 rd link 2323 pass under the vertical direction of the connection unit 7e, respectively. Thus, the 2 nd hook 2323b of the 3 rd link 2323, the 2 nd link 2322, and the 5 th link 2325 are connected to the guide rail 7a3. In this way, the cargo handling device 10p advances along the guide rail 7a3.

As shown in fig. 135D, the coupling portion 7e is connected to and fixed to a rail support portion 7x disposed on the right side of the 1 st main body 2301 a. Fig. 135D is a diagram illustrating an example of the operation of the cargo transferring device 10p when the right-hand bend rail 7 is rotated right in a case where the arrangement positions of the rail supporting portions 7x are different. In this case, the same operation example is performed when the coupling portions of the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd coupling body 2323 and the rotation table 2319 are located on the right side of the 1 st body main body 2301a, that is, on the rail supporting portion 7x side. In this case, the same procedure as in working example 5 is performed when the coupling portions of the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd coupling body 2323 and the rotation table 2319 are located on the left side of the 1 st body main body 2301a, that is, on the opposite side of the rail support portion 7x side.

Working example 7

Next, in this operation, a case where the cargo transferring device 10p turns right is illustrated using fig. 136 and the like. Fig. 136 is a diagram illustrating an operation of the cargo transferring device 10p according to embodiment 13 when the vehicle turns left on the left-hand curved rail 7.

The guide rail 7 in this work includes: a guide rail 7a1 of a horizontal portion substantially parallel to the horizontal plane, and a guide rail 7a3 whose advancing path is curved to the left with respect to the longitudinal direction of the guide rail 7a 1. The guide rail 7a1 and the guide rail 7a3 are substantially parallel to the horizontal plane. Specifically, one end of the rail 7a1 in the horizontal portion is connected to the other end of the rail 7a3 via the connecting portion 7 e. The connection portion 7e is connected and fixed to a rail support portion provided on a utility pole or the like provided on the ground or the like. In this operation, the cargo transferring device 10p is shown by way of example as traveling from the rail 7a1 to the right (turning right) toward the rail 7a3. Further, the coupling portions of the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd coupling body 2323 and the rotation table 2319 are located on the right side of the 1 st body main body 2301a, that is, on the opposite side of the rail supporting portion side. The joining portion is a darkened portion of fig. 136. Since this working example is the same as working example 5, the same reference numerals are given to the same parts, and the description thereof is omitted appropriately.

The 1 st link 2321, the 2 nd link 2322, the 4 th link 2324, and the 5 th link 2325 used in this working example are also the same as those used in working example 2 and the like. In addition, the 3 rd connector 2323 has a1 st hook 2323a and a 2 nd hook 2323b, and the 1 st hook 2323a is symmetrical with the 2 nd hook 2323 b. At least one of the 1 st hook 2323a and the 2 nd hook 2323b is provided with a roller 2327m.

As shown in fig. 136a, after the 4 th link 2324 and the 1 st link 2321 pass under the vertical direction of the connection portion 7e, when the distance between the connection portion 7e and the 3 rd link 2323 is smaller than the predetermined distance, the control processing portion 2318 rotates only the 1 st hook 2323a of the 3 rd link 2323 to bring only the 1 st hook 2323a into the open state, and decenters only the 1 st hook 2323a of the 3 rd link 2323 clockwise with respect to the center point of the turntable 2319.

The control processor 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to rotate the side propeller 22a1 to advance the cargo handling device 10p, and causes the 1 st hook 2323a of the 3 rd link 2323 to pass under the vertical direction of the link 7 e.

As shown in fig. 136 b, the control processor 2318 controls the driving mechanism of the rotation table 2319 to make the 1 st hook 2323a of the 3 rd link 2323 eccentric with respect to the center point of the rotation table 2319. Thus, the 1 st hook 2323a of the 3 rd link 2323 rotates counterclockwise with respect to the center point of the rotation table 2319, and moves vertically below the guide rail 7a 3.

As shown in fig. 136 c, the control processing portion 2318 rotates the 1 st hook 2323a of the 3 rd link 2323 to bring the 1 st hook 2323a of the 3 rd link 2323 into a closed state. Thus, the 1 st hook 2323a of the 3 rd connector 2323 is connected to the rail 7a3.

As shown in d of fig. 136, the control processing portion 2318 rotates the 5 th link 2325 to bring the 5 th link 2325 into an open state. The connection between the 5 th connector 2325 and the rail 7a1 is released, and the 5 th connector 2325 is disposed vertically below the rail 7a1 so that the 5 th connector 2325 does not contact the rail 7a 1.

The control processor 2318 controls the motor to rotate the 2 nd body 2301b relative to the 1 st body 2301a so that the longitudinal direction of the 2 nd body 2301b is parallel to the longitudinal direction of the guide rail 7a3. Thus, the longitudinal direction of the 2 nd body 2301b is in a posture intersecting the longitudinal direction of the 1 st body 2301 a. In the present embodiment, the control processing unit 2318 rotates the 2 nd body 2301b counterclockwise so that the longitudinal direction of the 2 nd body 2301b is substantially parallel to the longitudinal direction of the guide rail 7a3.

As shown in e of fig. 136, the control processing portion 2318 rotates the 2 nd link 2322 to bring the 2 nd link 2322 into an open state. The connection between the 2 nd connector 2322 and the rail 7a1 is released, and the 2 nd connector 2322 is disposed vertically below the rail 7a1 so that the 2 nd connector 2322 does not contact the rail 7a 1.

As shown in f of fig. 136, the control processor 2318 controls the motor to rotate the 1 st body 2301a relative to the 2 nd body 2301b so that the longitudinal direction of the 1 st body 2301a is parallel to the longitudinal direction of the guide rail 7a3. Thus, the longitudinal direction of the 1 st body 2301a is substantially parallel to the longitudinal direction of the 2 nd body 2301 b. In the present embodiment, the control processing unit 2318 rotates the 1 st body 2301a counterclockwise so that the longitudinal direction of the 1 st body 2301a is substantially parallel to the longitudinal direction of the guide rail 7a3.

As shown in f and g of fig. 136, the control processing unit 2318 rotates the 4 th link 2324 and the 1 st link 2321 to bring the 4 th link 2324 and the 1 st link 2321 into a closed state. Thus, the 4 th link 2324 and the 1 st link 2321 are connected to the guide rail 7a3.

The control processing portion 2318 rotates the 2 nd hook 2323b of the 3 rd link 2323 to bring the 2 nd hook 2323b of the 3 rd link 2323 into an open state. The 2 nd hook 2323b of the 3 rd link 2323 is disconnected from the rail 7a1, and the 2 nd hook 2323b of the 3 rd link 2323 is arranged vertically below the rail 7a1 so that the 2 nd hook 2323b of the 3 rd link 2323 does not contact the rail 7a 1. Further, the 2 nd hook 2323b of the 3 rd link 2323 does not float with respect to the guide rail 7.

The control processor 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to rotate the side propeller 22a 1. As a result, the cargo handling device 10p advances, and the 2 nd hook 2323b of the 3 rd link 2323 passes under the vertical direction of the link portion 7 e.

As shown in g of fig. 136, the control processing portion 2318 rotates the 2 nd hook 2323b of the 3 rd link 2323 to bring the 2 nd hook 2323b of the 3 rd link 2323 into a closed state after the 2 nd hook 2323b of the 3 rd link 2323 passes under the vertical direction of the connection portion 7 e. Thus, the 2 nd hook 2323b of the 3 rd connector 2323 is connected to the rail 7a3. The control processing unit 2318 rotates the 2 nd and 5 th links 2322 and 2325 to bring the 2 nd and 5 th links 2322 and 2325 into a closed state after the 2 nd and 5 th links 2322 and 2325 pass under the vertical direction of the connection unit 7 e. Thus, the 2 nd connector 2322 and the 5 th connector 2325 are connected to the guide rail 7a3. In this way, the cargo handling device 10p advances along the guide rail 7a3.

Working example 8

Next, in this operation, a case where the cargo-handling device 10p travels over the hill portion 7y is illustrated by way of example using fig. 137 and the like. Fig. 137 is a diagram illustrating an operation of the cargo transferring device 10p according to embodiment 13 when traveling on the hill portion 7 y. In this working example, the same reference numerals are given to the same contents as those of other working examples, and the description thereof is omitted as appropriate.

In the guide rail 7 in this operation, a protruding hill portion 7y formed for smooth running of the roller 2327m is formed in the connection portion 7e between the rail support portion 7x and the guide rail 7. The guide rail 7 in this operation is connected and fixed to a guide rail support portion 7x provided on a pole or the like provided on the ground or the like. In this case, irregularities may be formed on the running surface (top surface of the rail 7) in the coupling portion 7e between the rail support portion 7x and the rail 7. Therefore, when the 1 st link 2321, the 2 nd link 2322, the 3 rd link 2323, and the 5 th link 2325 are provided with the rollers 2327m, respectively, the cargo transferring device 10p may be hard to travel due to the irregularities. Therefore, in the guide rail 7 in this operation, the small mountain portion 7y is formed at the connecting portion 7e between the rail supporting portion 7x and the guide rail 7, and the small mountain portion 7y allows the roller 2327m to smoothly travel. The hill portion 7y has an inclined curved surface where the surface of the guide rail 7 in contact with the roller 2327m becomes smooth. The cargo-handling device 10p in this working example has the same structure as the cargo-handling device 10p of fig. 135A and the like. Therefore, the coupling portions of the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd coupling body 2323 and the rotation table 2319 are located on the opposite side of the rail support portion 7x side.

As shown in a of fig. 137, the cargo-handling device 10p travels along the guide rail 7a1 by rotating the side propeller 22a 1. When the distance between the connection portion 7e and the 1 st connection body 2321 is smaller than the predetermined distance, the control processing portion 2318 controls the 3 rd propeller drive motor 22a3 on the rear side for rotating the side propeller 22a1, thereby stopping the rotation of the side propeller 22a 1. Thereby, the cargo transferring device 10p stops traveling.

As shown in fig. 137 b, when the distance between the connection portion 7e and the 1 st connection body 2321 is smaller than the predetermined distance, the control processing portion 2318 rotates the 1 st connection body 2321 to bring the 1 st connection body 2321 into an open state. When the 1 st link 2321 is opened and the 1 st body 2301a and the 2 nd body 2301b pass under the connection portion 7e, the 1 st link 2321 is not in contact with the rail support portion 7 x. Further, since the 4 th link 2324 is located on the opposite side of the rail support portion 7x and does not contact the rail support portion 7x, the small mountain portion 7y can be skipped.

The control processing unit 2318 may set the connector to an open state or a closed state while the load carrying device 10p is traveling along the rail 7. Accordingly, the cargo transferring device 10p may not stop when the connector is opened or closed.

As shown in fig. 137 c, the control processor 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to rotate the side propeller 22a 1. As a result, the cargo transferring device 10p advances, and the 1 st link 2321 passes under the connection portion 7 e.

As shown in d of fig. 137, when the 1 st link 2321 is connected to the guide rail 7, the control processing unit 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to stop the rotation of the side propeller 22a 1. Thereby, the cargo transferring device 10p stops traveling. Meanwhile, the control processor 2318 rotates the 1 st link 2321 to connect with the guide rail 7, and then controls the 3 rd propeller drive motor 22a3 to rotate the side propeller 22a1, thereby driving the cargo-handling device 10 p.

Further, as shown in e of fig. 137, the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd link 2323 do not contact the rail support portion 7x, and therefore can jump over the small mountain portion 7y.

When the distance between the connection portion 7e and the 5 th connection body 2325 is smaller than the predetermined distance, the control processing portion 2318 stops the rotation of the side propeller 22a1 by controlling the 3 rd propeller drive motor 22a3 on the rear side for rotating the side propeller 22a 1. Thereby, the cargo transferring device 10p stops traveling.

When the distance between the connection portion 7e and the 5 th connection body 2325 is smaller than the predetermined distance, the control processing portion 2318 rotates the 5 th connection body 2325, and opens the 5 th connection body 2325. When the 5 th link 2325 is opened and the 1 st body 2301a and the 2 nd body 2301b pass under the connection portion 7e, the 5 th link 2325 is not in contact with the rail support portion 7 x. Further, the 2 nd link 2322 is located on the opposite side of the rail support portion 7x and does not contact the rail support portion 7x, and therefore can climb over the small mountain portion 7y.

As shown in f of fig. 137, the control processor 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to rotate the side propeller 22a 1. As a result, the cargo transferring device 10p advances, and the 5 th link 2325 passes under the connection portion 7 e.

As shown in g of fig. 137, when the 5 th link 2325 is connected to the guide rail 7, the control processing unit 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to stop the rotation of the side propeller 22a 1. Thereby, the cargo transferring device 10p stops traveling. Meanwhile, the control processor 2318 rotates the 5 th link 2325 to connect with the guide rail 7, and then controls the 3 rd propeller drive motor 22a3 to rotate the side propeller 22a1, thereby driving the cargo-handling device 10 p.

In this way, the cargo transferring device 10p can pass through the rail supporting portion 7x.

[ Effect of the invention ]

Next, the operational effects of the cargo transferring device 10p according to the present embodiment will be described.

The cargo transferring device 10p of the present embodiment includes: a main body (a body 2301, a1 st body 2301a, a 2 nd body 2301 b); a rail holding portion (connecting body) held by a rail 7 located at an upper portion of the main body portion; a rotation table 2319 provided between the main body and the rail holding unit to rotate the main body; a slider 2310 extending from the main body; a cargo holding portion 2315 that holds the cargo mounted on the slider portion 2310; and a propulsion blade (side propeller 22a 1) attached to the main body and configured to apply propulsion force to the main body in a direction parallel to the guide rail 7.

Accordingly, the slider portion 2310 can convey the cargo-holding portion 2315 holding the cargo to a position away from the guide rail 7. Therefore, even if the guide rail 7 is not separately provided to the express delivery recipient, the goods can be delivered to the express delivery recipient.

Further, since the cargo can be transported by the slider portion, the cargo handling device 10p can be moved away from a person. Therefore, the person does not easily feel the operation sound of the cargo transferring device 10p or the pressure caused by the existence of the operation sound. Therefore, the cargo handling device 10p is less likely to cause discomfort to the person in terms of transporting cargo.

The control method of the present embodiment is a control method for controlling the cargo-handling device 10p, and the cargo-handling device 10p includes: a main body portion; a rail holding portion which is held by a rail 7 located at an upper portion of the main body portion; a rotation table 2319 provided between the main body and the rail holding unit to rotate the main body; a slider 2310 extending from the main body; a cargo holding portion 2315 for holding the cargo mounted on the slider portion 2310; and a thrust wing attached to the main body portion for imparting thrust to the main body portion in a direction parallel to the guide rail 7, the control method comprising: a rotation step of rotating the main body with respect to the rotation table 2319; and an elongation step of elongating the slider 2310 with respect to the main body after the main body is rotated by the rotation table 2319.

In this control method, the same operational effects as described above are also achieved.

In the cargo transferring device 10p of the present embodiment, after the rotation table 2319 rotates the main body, the slider 2310 extends with respect to the main body.

Accordingly, after the slider portion 2310 is rotated toward the delivery recipient, the slider portion 2310 is extended with respect to the main body portion. Therefore, the goods can be delivered to the express delivery receiver more accurately.

In the cargo transferring device 10p of the present embodiment, the main body portion has a rectangular trunk 2302 in a plan view, and the rotation table 2319 rotates the main body portion so that the longitudinal direction of the trunk 2302 intersects the direction along the guide rail 7 substantially perpendicularly.

Accordingly, by rotating the rotation table 2319, the posture of the body 2302 with respect to the rotation table 2319 can be changed. Accordingly, the direction in which the slider portion 2310 extends relative to the main body portion can be adjusted. Therefore, the goods can be delivered to the express delivery receiver more accurately.

In the control method of the present embodiment, the main body portion has a rectangular body 2302 in a plan view, and the rotating step rotates the main body portion so that the longitudinal direction of the body 2302 intersects the direction along the guide rail 7 substantially perpendicularly.

In this control method, the same operational effects as described above are also achieved.

In the cargo-handling device 10p of the present embodiment, the slider portion 2310 includes a cargo-holding portion 2315 disposed at one end of the slider portion 2310 and a weight 2316 of a predetermined weight at the other end of the slider portion 2310, and is extended so as to ensure balance between the weight of the cargo and the weight of the weight 2316.

Accordingly, the posture of the cargo dispenser 10p can be adjusted by the weight 2316 and the cargo when the cargo is transported by the slider 2310. Therefore, for example, the position of the weight 2316 with respect to the main body can be adjusted so that the main body can maintain a horizontal posture. Therefore, the goods can be delivered to the express delivery receiver more accurately.

In the control method of the present embodiment, the slider portion 2310 has a load holding portion 2315 disposed at one end of the slider portion 2310 and a weight 2316 of a predetermined weight at the other end of the slider portion 2310, and the extending step extends the slider portion 2310 forward and backward in the longitudinal direction of the rectangular trunk 2302 to ensure balance between the weight of the load and the weight of the weight 2316.

In this control method, the same operational effects as described above are also achieved.

Further, by adjusting the position of the weight 2316 with respect to the main body, it is also possible to incline the posture of the load carrying device 10p and extend the slider 2310 toward the delivery-receiving side at a position higher or lower than the guide rail 7. For example, when the cargo-handling device 10p is located at a position corresponding to the height of 2 floors, the cargo may be sent to 1 floor or 3 floors by tilting the body 2301 and extending the slider 2310. In this way, the delivery recipient can deliver the goods even for express delivery recipients having different heights with respect to the guide rail 7.

In the cargo transferring device 10p of the present embodiment, the weight 2316 is a battery.

Accordingly, the posture of the cargo handling device 10p can be adjusted by using the devices required for the cargo handling device 10 p. Therefore, the weight 2316 may not be separately mounted.

In the cargo transferring device 10p of the present embodiment, the rail holding portion includes: a 1 st holding portion (1 st hooks 2323a, 2 nd connector 2322 of the 4 th connector 2324, 3 rd connector 2323) held by the guide rail 7 from the upper side of the guide rail 7; and a 2 nd holding portion (a 2 nd hook 2323b of the 1 st link 2321, the 3 rd link 2323, the 5 th link 2325) held by the guide rail 7 in such a manner that the guide rail 7 is pushed up from the lower side of the guide rail 7.

Accordingly, the rail holding portion can be connected to the rail 7 so as to sandwich the rail 7 from above and below. Therefore, the cargo handling device 10p is not easily detached from the guide rail 7, and the falling of the cargo handling device 10p can be suppressed, so that the safety in the cargo handling device 10p can be ensured.

In the cargo transferring device 10p of the present embodiment, the rail holding portion includes a 1 st rail holding portion (1 st link 2321) located on one side in the longitudinal direction of the trunk 2302, a 2 nd rail holding portion (2 nd link 2322) located on the other side in the longitudinal direction of the trunk 2302, and a 3 rd rail holding portion (3 rd link 2323) located in a central portion between one side and the other side in the longitudinal direction of the trunk 2302.

Accordingly, the cargo transferring device 10p can be supported by the rail 7 by the three rail holding portions, and therefore the cargo transferring device 10p is not easily detached from the rail 7. This can suppress the drop of the cargo handling device 10p, and thus can ensure safety in the cargo handling device 10 p.

The cargo transferring device 10p of the present embodiment is provided with a motor that rotates the rail holding portion so as to release the rail holding portion from the holding of the rail 7, so that the rail supporting portion that supports the rail 7 does not contact the rail holding portion when the cargo transferring device 10p travels on the rail 7.

Accordingly, when the cargo transferring device 10p runs on the rail 7, it is possible to avoid the rail supporting portion so as not to contact the rail holding portion. Therefore, the cargo handling device 10p can travel on the guide rail 7 toward the delivery recipient.

Modification 1 of embodiment 13

Fig. 138 is a diagram illustrating a cargo-handling device according to modification 1 of embodiment 13.

Hereinafter, as shown in fig. 138, the basic configuration of the cargo transferring device 10p according to the present modification is the same as that of the unmanned aerial vehicle according to embodiment 1 or the like, and is the same as that of the cargo transferring device 10p according to embodiment 13 or the like, and therefore, the same reference numerals as those described above are given to the basic configuration of the cargo transferring device 10p according to the present modification, and the description thereof is omitted appropriately. The cargo transferring device 10p according to the present modification is different from embodiment 13 and the like in that the positions of the rollers 2327m of the 1 st link 2321, the 2 nd link 2322, the 3 rd link 2323, the 4 th link 2324, and the 5 th link 2325 can be shifted. In this modification, the lifting system, the unmanned aerial vehicle, and the like according to embodiments other than embodiment 1 may be used.

In this modification, as shown in a of fig. 138, the 1 st link 2321, the 2 nd link 2322, the 3 rd link 2323, the 4 th link 2324, and the 5 th link 2325 are arranged bilaterally symmetrically with respect to the longitudinal direction of the rail 7. The 1 st, 2 nd, 3 rd, 4 th, and 5 th connectors 2321, 2322, 2323, 2324, and 2325 may each be the same structure. The 1 st link 2321 and the 4 th link 2324 are links located on the right side (right side in the case of the traveling direction) of the cargo-handling device 10p, and the 2 nd link 2322 and the 5 th link 2325 are links located on the left side (left side in the case of the traveling direction) of the cargo-handling device 10 p.

As shown in b of fig. 138 to g of fig. 138, these connectors have: a hook 2326 connected to rail 7; a roller 2327m provided on an inner peripheral surface side (an opposite side to the guide rail 7) of the hook 2326, rotatably contacting the guide rail 7; and a motor to rotate the roller 2327 m. These connectors may not have a motor, and the motor is not an essential component of these connectors. The hook 2326 can be connected (hooked) to the rail 7. The roller 2327m is a wheel for rotatably contacting the rail 7, and has a recess recessed along the rotation direction (circumferential direction) of the shaft support portion to guide the rail 7. When the hitch 2326 is connected to the guide rail 7, the roller 2327m is shaft-supported by a shaft support portion of the motor provided in the hitch 2326, and rotates about the shaft support portion as an axis. The motor is driven and controlled by the control processing unit 2318, and rotates the shaft support unit to rotate the roller 2327 m.

In this modification, the rollers 2327m of the 1 st link 2321, the 2 nd link 2322, the 4 th link 2324, and the 5 th link 2325 are movable in the longitudinal direction of these links. The 3 rd connector 2323 may also be the same. That is, when the load carrying device 10p is connected to the guide rail 7 substantially parallel to the horizontal plane, the connecting members extend in the vertical direction, and therefore, the respective rollers 2327m can be displaced in the vertical direction together with the shaft support portion and the motor. For example, the guide rail 7 can be sandwiched between the 1 st link 2321 and the 4 th link 2324 from above and below by disposing the roller 2327m of the 1 st link 2321 above the guide rail 7 and disposing the roller 2327m of the 5 th link 2325 below the guide rail 7, or vice versa. Further, the rollers 2327m of the 2 nd link 2322 may be disposed above the guide rail 7, and the rollers 2327m of the 5 th link 2325 may be disposed below the guide rail 7, or vice versa, so that the guide rail 7 may be sandwiched between the 2 nd link 2322 and the 5 th link 2325 from above and below.

In this case, the relationship between the small mountain portion 7y formed in the coupling portion 7e of the rail support portion and the rail 7 and the roller 2327m will be described with reference to fig. 139. Fig. 139 is a diagram illustrating a state in which the cargo transferring device 10p according to modification 1 of embodiment 13 travels over the hill portion 7 y.

In fig. 139, a rail support portion and a connecting portion 7e of the rail 7 are formed with a mountain portion 7y on the upper side of the rail 7 and a mountain portion 7y on the lower side of the rail 7. In fig. 139, the lower mountain portion 7y of the guide rail 7 is larger than the upper mountain portion 7y of the guide rail 7. Of the adjacent two connectors, one is held to the rail 7 from the upper side of the rail 7, and the other is held to the rail 7 in such a manner as to push up the rail 7 from the lower side of the rail 7. That is, the plurality of connectors includes one connector and another connector. The two adjacent connectors are, for example, the 1 st connector 2321 and the 4 th connector 2324, the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd connector 2323, and the 2 nd connector 2322 and the 5 th connector 2325.

As shown in a of fig. 139, a distance α1 between a horizontal plane in contact with the apex of the hill portion 7y on the lower side of the rail 7 and a horizontal plane in contact with the bottommost surface of the recess 2327m1 of the roller 2327m of the other link is displaced when the load carrying device 10p rides over the hill portion 7y on the upper side of the rail 7 and the hill portion 7y on the lower side of the rail 7 by traveling along the rail 7.

As shown in fig. 139 b, when the roller 2327m of one link climbs up the hill portion 7y on the upper side of the guide rail 7, the roller 2327m of one link is pushed up vertically with respect to one link. When the roller 2327m of the other connector climbs up the hill portion 7y on the lower side of the guide rail 7, the roller 2327m of the other connector is pressed vertically downward with respect to the other connector. Thus, the distance α2 between the horizontal plane in contact with the apex of the mountain portion 7y on the lower side of the guide rail 7 and the horizontal plane in contact with the bottommost surface of the recess 2327m1 of the roller 2327m of the other link is smaller than the distance α1.

In this modification, the distance between the 1 st link 2321 and the 5 th link 2325 is preferably equal to or less than a predetermined distance, the distance between the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd link 2323 is preferably equal to or less than a predetermined distance, and the distance between the 2 nd link 2322 and the 4 th link 2324 is preferably equal to or less than a predetermined distance. When the rail 7 is connected through the 1 st and 5 th connection bodies 2321 and 2325 and through the 2 nd and 4 th connection bodies 2322 and 2324, if the distance between the 1 st and 5 th connection bodies 2321 and 2325, the distance between the 1 st and 2 nd hooks 2323a and 2323b of the 3 rd connection body 2323, and the distance between the 2 nd and 4 th connection bodies 2322 and 2324 are equal to or greater than a prescribed distance, the rail 7 may be separated from between the 1 st and 5 th connection bodies 2321 and 2325, between the 1 st and 2 nd hooks 2323a and 2323b of the 3 rd connection body 2323, and between the 2 nd and 4 th connection bodies 2324. Therefore, when the cargo handling device 10p travels at a speed of 3 to 60km/h, it is preferable that the range between the 1 st link 2321 and the 5 th link 2325, between the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd link 2323, and between the 2 nd link 2322 and the 4 th link 2324 be 5 to 10cm at the maximum. In addition, the 3 rd connector 2323 may be opened while the cargo transferring device 10p is traveling.

Working examples

Next, the operation of the cargo handling device 10p in the case where the hill portion 7y is formed on the upper side of the guide rail 7 in the present operation will be described with reference to fig. 140. Fig. 140 is a diagram illustrating an example of a connection body when the cargo transferring device 10p according to modification 1 of embodiment 13 travels on the hill portion 7 y. In this working example, the same reference numerals are given to the same contents as those of other working examples, and the description thereof is omitted as appropriate.

In this working example, of the two adjacent connection bodies, the 4 th connection body 2324 and the 2 nd connection body 2322 are held by the guide rail 7 from the upper side of the guide rail 7, and the 1 st connection body 2321 and the 5 th connection body 2325 are held by the guide rail 7 in such a manner as to push up the guide rail 7 from the lower side of the guide rail 7. In the 3 rd connector 2323, the 1 st hook 2323a is held by the rail 7 from the upper side of the rail 7, and the 2 nd hook 2323b is held by the rail 7 in such a manner as to push up the rail 7 from the lower side of the rail 7.

As shown in a of fig. 140, the cargo handling device 10p travels along the guide rail 7a1 by rotating the side propeller 22a 1. When the distance between the connection portion 7e and the 1 st connection body 2321 is smaller than the predetermined distance, the control processing portion 2318 controls the 3 rd propeller drive motor 22a3 on the rear side for rotating the side propeller 22a1, thereby stopping the rotation of the side propeller 22a 1. Thereby, the cargo transferring device 10p stops traveling.

When the distance between the connection portion 7e and the 1 st connection body 2321 is smaller than the predetermined distance, the control processing portion 2318 rotates the 1 st connection body 2321 to bring the 1 st connection body 2321 into an open state. When the 1 st link 2321 is opened, the 1 st link 2321 does not contact the rail support portion when the 1 st body 2301a and the 2 nd body 2301b pass under the vertical direction of the connection portion 7 e. Further, since the 4 th link 2324 is located on the opposite side of the rail supporting portion and does not contact the rail supporting portion, the small mountain portion 7y can be skipped.

The control processing unit 2318 may set the connector to an open state or a closed state while the load carrying device 10p is traveling along the rail 7.

As shown in b of fig. 140, the control processor 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to rotate the side propeller 22a 1. Thus, the 4 th link 2324 climbs up the hill portion 7y, and the cargo handling device 10p advances, so that the 1 st link 2321 passes under the connection portion 7 e. At this time, the roller 2327m of the 4 th link 2324 is pushed up by the hill portion 7y, and slides vertically upward of the 4 th link 2324.

As shown in fig. 140C, the 4 th link 2324 climbs over the small mountain portion 7y, and the 1 st link 2321 passes under the connection portion 7 e. When the 4 th link 2324 climbs over the small mountain 7y, the roller 2327m of the 4 th link 2324 returns to a position before the 4 th link 2324 climbs over the small mountain 7y.

As shown in d of fig. 140, when the 1 st link 2321 is connected to the guide rail 7, the control processing unit 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to stop the rotation of the side propeller 22a 1. Thereby, the cargo transferring device 10p stops traveling. Meanwhile, the control processor 2318 rotates the 1 st link 2321 to connect with the guide rail 7, and then controls the 3 rd propeller drive motor 22a3 to rotate the side propeller 22a1 to drive the cargo-handling device 10 p.

When the distance between the connection portion 7e and the 3 rd connection body 2323 is smaller than the predetermined distance, the control processing portion 2318 controls the 3 rd propeller drive motor 22a3 on the rear side for rotating the side propeller 22a1, thereby stopping the rotation of the side propeller 22a 1. Thereby, the cargo transferring device 10p stops traveling.

When the distance between the connection portion 7e and the 2 nd hook 2323b of the 3 rd connection body 2323 is smaller than the predetermined distance, the control processing portion 2318 rotates the 2 nd hook 2323b of the 3 rd connection body 2323 to bring the 2 nd hook 2323b of the 3 rd connection body 2323 into an open state. When the 2 nd hook 2323b of the 3 rd connector 2323 is opened and the 1 st body 2301a and the 2 nd body 2301b pass under the vertical direction of the connection portion 7e, the 2 nd hook 2323b of the 3 rd connector 2323 is not in contact with the rail supporting portion. Further, since the 1 st hook 2323a of the 3 rd link 2323 is located on the opposite side of the rail support portion side, the small mountain portion 7y can be overturned without being in contact with the rail support portion. The 2 nd hook 2323b of the 3 rd connector 2323 can pass under the vertical direction of the connecting part 7 e.

Then, the 2 nd hook 2323b of the 3 rd link 2323 is connected to the rail 7, and after the 5 th link 2325 is opened similarly, the 2 nd link 2322 is turned over the small mountain portion 7y, and the 5 th link 2325 is connected to the rail 7 by the vertical lower side of the connection portion 7 e. In this way, the cargo transferring device 10p can pass through the rail supporting portion.

The control processing unit 2318 may set the connector to an open state or a closed state while the load carrying device 10p is traveling along the rail 7.

Modification 2 of embodiment 13

Fig. 141 is a diagram illustrating a cargo-handling device according to modification 2 of embodiment 13.

Hereinafter, as shown in fig. 141, the basic configuration of the cargo transferring device 10p in this modification is the same as that of the unmanned aerial vehicle of embodiment 1 or the like, and the basic configuration of the cargo transferring device 10p of embodiment 13 or the like, and therefore, the same reference numerals as those described above are given to the basic configuration of the cargo transferring device 10p in this modification, and the description thereof is omitted appropriately. The cargo transferring device 10p according to the present modification is different from embodiment 13 and the like in that the 1 st link 2321, the 2 nd link 2322, the 3 rd link 2323, the 4 th link 2324, and the 5 th link 2325 can be changed in position together with the roller 2327m, respectively. In this modification, the lifting system, the unmanned aerial vehicle, and the like according to embodiments other than embodiment 1 may be used.

In this modification, the 1 st link 2321, the 2 nd link 2322, the 3 rd link 2323, the 4 th link 2324, and the 5 th link 2325 are arranged bilaterally symmetrically with respect to the longitudinal direction of the rail 7. The 1 st, 2 nd, 3 rd, 4 th, and 5 th connectors 2321, 2322, 2323, 2324, and 2325 may each be the same structure. The 1 st link 2321, the 2 nd hook 2323b of the 3 rd link 2323, and the 5 th link 2325 are links located on the right side (right side in the case of the direction of travel) of the cargo-handling device 10p, and the 4 th link 2324, the 1 st hook 2323a of the 3 rd link 2323, and the 4 th link 2324 are links located on the left side (left side in the case of the direction of travel) of the cargo-handling device 10 p.

In this modification, the 1 st link 2321, the 2 nd link 2322, and the 3 rd link 2323 are slidable in the vertical direction with respect to the 1 st body main body 2301 a. The 4 th link 2324 and the 5 th link 2325 are slidable in the vertical direction with respect to the 2 nd body 2301 b.

As shown in fig. 141 a and b, the 1 st link 2321, the 2 nd hook 2323b of the 3 rd link 2323, and the 2 nd link 2322 slide downward by climbing up the mountain 7y when passing through the mountain 7y on the lower side of the guide rail 7. That is, when the shaft support portion of the roller 2327m of each of the 1 st link 2321, the 2 nd hook 2323b of the 3 rd link 2323, and the 2 nd link 2322 climbs up the hill portion 7y on the lower side of the rail 7, the 2 nd hook 2323b of the 1 st link 2321, the 3 rd link 2323, and the 2 nd link 2322 are pushed vertically downward with respect to the 1 st body main body 2301a via the shaft support portion and are slid, thereby being disposed at a position higher than the case of traveling on the rail 7 other than the hill portion 7 y.

The 4 th link 2324, the 2 nd hook 2323b of the 3 rd link 2323, and the 5 th link 2325 slide upward vertically by climbing up the hill portion 7y when passing through the hill portion 7y on the upper side of the guide rail 7. That is, when the shaft support portion of the roller 2327m of each of the 4 th link 2324, the 2 nd hook 2323b of the 3 rd link 2323, and the 5 th link 2325 climbs up the hill portion 7y on the upper side of the rail 7, the 2 nd hook 2323b of the 4 th link 2324, the 3 rd link 2323, and the 5 th link 2325 are pushed up vertically with respect to the 1 st body 2301a via the shaft support portion to slide and move, and thereby are disposed at a position higher than the case of traveling on the rail 7 other than the hill portion 7 y.

Fig. 141 a shows the 1 st link 2321, the 2 nd link 2322, the 3 rd link 2323, the 4 th link 2324, and the 5 th link 2325 traveling along the guide rail 7 as seen from the side. Fig. 141 b shows the 1 st link 2321, the 2 nd link 2322, the 3 rd link 2323, the 4 th link 2324, and the 5 th link 2325 traveling along the guide rail 7 as viewed from the front.

As shown in a and a of fig. 141, the 2 nd link 2322 and the 5 th link 2325 sandwich the guide rail 7 by the rollers 2327m of the 2 nd link 2322 and the 5 th link 2325. That is, since the recess 2327m1 of the roller 2327m of the 2 nd link 2322 and the recess 2327m1 of the roller 2327m of the 5 th link 2325 sandwich the rail 7, the respective rollers 2327m of the 2 nd link 2322 and the 5 th link 2325 are not easily detached from the rail 7.

Further, as shown in B of fig. 141, a roller 2327m of the 1 st hook 2323a of the 3 rd link 2323 climbs up the hill portion 7y on the upper side of the rail 7, and a roller 2327m of the 2 nd hook 2323B of the 3 rd link 2323 climbs up the hill portion 7y on the lower side of the rail 7, so that the 1 st hook 2323a and the 2 nd hook 2323B of the 3 rd link 2323 maintain a state in which the respective rollers 2327m of the 1 st hook 2323a and the 2 nd hook 2323B sandwich the hill portion 7y on the upper side and the hill portion 7y on the lower side of the rail 7. That is, since the recess 2327m1 of the roller 2327m of the 1 st hook 2323a of the 3 rd link body 2323 and the recess 2327m1 of the roller 2327m of the 2 nd hook 2323b of the 3 rd link body 2323 sandwich the rail 7, the respective rollers 2327m of the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd link body 2323 are not easily detached from the rail 7.

Further, as shown in C of fig. 141 a, b, since the roller 2327m of the 4 th link 2324 climbs up the mountain portion 7y of the upper side of the guide rail 7 and the roller 2327m of the 1 st link 2321 climbs up the mountain portion 7y of the lower side of the guide rail 7, the 4 th link 2324 and the 1 st link 2321 maintain a state in which the respective rollers 2327m of the 4 th link 2324 and the 1 st link 2321 sandwich the mountain portion 7y of the upper side and the mountain portion 7y of the lower side of the guide rail 7. That is, since the recess 2327m1 of the roller 2327m of the 4 th link 2324 and the recess 2327m1 of the roller 2327m of the 1 st link 2321 sandwich the rail 7, the respective rollers 2327m of the 4 th link 2324 and the 1 st link 2321 are not easily detached from the rail 7.

Such a cargo-handling device 10p may travel at a speed of about several tens of km per hour when traveling on the hill portion 7y of the rail 7. Therefore, the 4 th link 2324 and the 1 st link 2321 climb up the upper mountain portion 7y and the lower mountain portion 7y of the guide rail 7, and may be derailed when traveling on the mountain portion 7 y. However, since the 2 nd link 2322 and the 5 th link 2325 and the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd link 2323 sandwich the rail 7, the connection of the links to the rail 7 can be reinforced. Therefore, the drop due to derailment when the cargo handling device 10p climbs up the hill portion 7y can be suppressed.

The specific structure of each connector is described in more detail using fig. 142. Fig. 142 is a diagram illustrating a state in which the position of the connector of another cargo transferring device according to modification 2 of embodiment 13 is displaced. Here, the 1 st connector 2321, the 2 nd connector 2322, the 3 rd connector 2323, the 4 th connector 2324, and the 5 th connector 2325 will be collectively referred to as connectors.

As described above, the link body has the hooks connected with the guide rail 7 and the rollers 2327m rotatably contacting the guide rail 7. In this modification, the connector may not have a motor for rotating the roller 2327m. The connector further includes a 1 st spring 2351, a 2 nd spring 2352, and a slide motor 2353.

The hook is connected to the guide rail 7, and has a roller support portion 2361 that slides in the vertical direction with respect to the 1 st body 2301a, and a slide body portion 2362 that slidably supports the roller support portion 2361.

The roller support portion 2361 has an elongated hook shape. A roller 2327m and a shaft support portion that rotatably shaft-supports the roller 2327m are provided on the front end side (vertically upward side) of the roller support portion 2361. That is, the roller support portion 2361 has a shaft support portion. The roller support portion 2361 is slidably moved in the vertical direction which is the longitudinal direction of the slide main body portion 2362. The 1 st spring 2351 is fixed between the 1 st spring support piece 2361a of the roller support portion 2361 and the 2 nd spring support piece 2361b of the slide main body portion 2362, and the 2 nd spring 2352 is fixed between the 1 st spring support piece 2361a of the roller support portion 2361 and the 3 rd spring support piece 2361c of the slide main body portion 2362.

The 1 st spring support piece 2361a is provided on the roller support portion 2361 between the 2 nd spring support piece 2361b and the 3 rd spring support piece 2361c, and is displaceable in the vertical direction in accordance with the sliding movement of the roller support portion 2361. The 2 nd spring support piece 2361b is located vertically above the slide body portion 2362 and is displaceable in the vertical direction. The 3 rd spring support piece 2361c is a fixed end located vertically below the slide body portion 2362.

The slide body portion 2362 is elongated in a predetermined direction with respect to the 1 st body 2301a and the 2 nd body 2301b, and is connected to the 1 st body 2301a and the 2 nd body 2301 b. Specifically, the slide body portion 2362 is provided so as to be slidable in the vertical direction with respect to the 1 st body 2301a and the 2 nd body 2301b by a slide motor 2353 provided in the 1 st body 2301a and the 2 nd body 2301 b.

The slide body portion 2362 is guided so that the roller support portion 2361 can slide in its longitudinal direction.

The slide body portion 2362 is rotatable about an axis parallel to the longitudinal direction of the guide rail 7. The motor 2355 provided in the 1 st body 2301a and the 2 nd body 2301b is controlled by the control processor 2318, whereby the slide body 2362 is rotated about the axis.

The slide motor 2353 is provided in the 1 st body 2301a and the 2 nd body 2301b, and is controlled by the control processing unit 2318, so that the slide body 2362 can slide in the vertical direction with respect to the 1 st body 2301a and the 2 nd body 2301 b.

The 1 st spring 2351 is a spring having a larger spring constant (young's modulus) than the 2 nd spring 2352. The 1 st spring 2351 is disposed along the longitudinal direction of the roller support portion 2361 by a 1 st spring support piece 2361a having one end fixed to the roller support portion 2361 and a 2 nd spring support piece 2361b having the other end fixed to the slide main body portion 2362. When the load is stacked on the load holding portion 2315 of the load carrying device 10p, the 1 st spring 2351 can support the load.

The 2 nd spring 2352 is arranged vertically below the 1 st spring 2351. The 2 nd spring 2352 is disposed along the longitudinal direction of the roller support portion 2361 by a1 st spring support piece 2361a having one end fixed to the roller support portion 2361 and a3 rd spring support piece 2361c having the other end fixed to the slide main body portion 2362.

Working example 1

Next, the operation of the cargo handling device 10p in the case where the hill portion 7y is formed on the upper side of the rail 7 and the hill portion 7y is also formed on the lower side of the rail 7 is illustrated by way of example with reference to fig. 143. Fig. 143 is a diagram illustrating an example of a connector when another cargo handling device according to modification 2 of embodiment 13 travels on a hill. The present working example is the same as the working example of modification 1 of embodiment 13, except that a small mountain portion 7y is also formed on the lower side of the guide rail 7. In this working example, the same reference numerals are given to the same contents as those of other working examples, and the description thereof is omitted as appropriate.

As shown in a of fig. 143, the cargo-handling device 10p travels along the guide rail 7a1 by rotating the side propeller 22a 1. When the distance between the connection portion 7e and the 1 st connection body 2321 is smaller than the predetermined distance, the control processing portion 2318 controls the 3 rd propeller drive motor 22a3 on the rear side for rotating the side propeller 22a1, thereby reducing the rotation of the side propeller 22a 1. Thereby, the traveling speed of the cargo transferring device 10p is reduced. For example, the traveling speed of the cargo transferring device 10p is set to about 20km per hour.

As shown in fig. 143 a and b, the 4 th link 2324 climbs up the mountain 7y on the upper side of the rail 7, and the 1 st link 2321 climbs up the mountain 7y on the lower side of the rail 7. At this time, the roller 2327m of the 4 th link 2324 is pushed up by the hill portion 7y on the upper side of the guide rail 7, and gradually slides vertically upward of the 4 th link 2324. The roller 2327m of the 1 st link 2321 is pushed up by the hill portion 7y on the lower side of the guide rail 7, and gradually slides downward in a vertical direction of the 1 st link 2321.

As shown in c and d of fig. 143, the roller 2327m of the 4 th link 2324 gradually slides downward in a vertical direction of the 4 th link 2324 when passing over the mountain top of the mountain portion 7y of the upper side of the guide rail 7. When the roller 2327m of the 1 st link 2321 passes over the mountain top of the small mountain portion 7y of the lower side of the guide rail 7, the roller 2321 gradually slides vertically upward of the 1 st link 2321.

Then, when the 4 th link 2324 passes over the mountain portion 7y on the upper side of the guide rail 7, the roller 2327m of the 4 th link 2324 returns to a position before the 4 th link 2324 climbs up the mountain portion 7y on the upper side of the guide rail 7. When the 1 st link 2321 passes over the hill portion 7y on the lower side of the guide rail 7, the roller 2327m of the 1 st link 2321 returns to a position before the 1 st link 2321 climbs up the hill portion 7y on the lower side of the guide rail 7.

In this way, the 4 th link 2324 and the 1 st link 2321 can be made to jump over the upper mountain portion 7y and the lower mountain portion 7y of the guide rail 7. The combination of the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd link 2323, and the combination of the 5 th link 2325 and the 2 nd link 2322 are also similar, and can be made to bypass the mountain portion 7y on the upper side of the rail 7 and the mountain portion 7y on the lower side of the rail 7. Therefore, the cargo handling device 10p can pass through the rail support portion without stopping the cargo handling device 10p or rotating the connector.

Working example 2

Next, the operation of the connector with respect to the rail 7, the mountain portion 7y on the upper side of the rail 7, and the mountain portion 7y on the lower side of the rail 7 will be described with reference to fig. 142. In this working example, the same reference numerals are given to the same contents as those of other working examples, and the description thereof is omitted as appropriate.

As shown in fig. 142, in this working example, the operation in the case where the roller 2327m arranged vertically above the rail 7 is arranged vertically below the rail 7 will be described. In the case where the rail support portion is provided on the right side of the rail 7 when the rail 7 is viewed in the traveling direction, the following is assumed: the connector of this working example is connected to the left side of the 1 st body 2301a and the 2 nd body 2301 b. The connectors serving as this working example are the 4 th connector 2324, the 1 st hook 2323a and the 2 nd connector 2322 of the 3 rd connector 2323, or the 2 nd hook 2323b and the 5 th connector 2325 of the 1 st connector 2321, the 3 rd connector 2323.

As shown in a of fig. 142, when the load carrying device 10p normally travels on the rail 7, the height from the upper end of the slide motor 2353 to the tip of the roller support 2361 is set to about 25.0cm, the height from the upper end of the slide motor 2353 to the center of the rail 7 is set to about 20.0cm, the height from the axis of the shaft support to the tip of the roller support 2361 is set to about 5.0cm, and the length of the 1 st spring 2351 is set to about 5.0cm. The weight applied to the 1 st spring 2351 by the load stacked on the load carrying device 10p is set to 5 to 30kg. At this time, the amount of concave-convex absorption of the hill portion 7y during running was about 5cm, and the load was about 10kg.

Fig. 142 b shows the case where the connector is separated from the guide rail 7. In this case, the control processor 2318 controls the slide motor 2353 to move the slide body 2362 vertically upward, and also moves the roller support 2361 vertically upward. The roller 2327m of the roller support 2361 is separated vertically upward from the rail 7. At this time, the height from the upper end of the slide motor 2353 to the front end of the roller support portion 2361 is about 30.0cm.

Fig. 142 c shows a case where the link body is rotated counterclockwise. In this case, the control processing unit 2318 controls the motor 2355 to rotate the slide body unit 2362 counterclockwise, and the roller support unit 2361 also rotates counterclockwise. The roller 2327m of the roller support 2361 is separated from the vertically upper side of the rail 7 so as not to be present in the vertically upper side of the rail 7. The motor 2355 rotates the slide body portion 2362 counterclockwise by about 10 °.

Fig. 142 d shows a case where the sliding body portion 2362 of the connector is moved vertically downward. In this case, the control processor 2318 controls the slide motor 2353 to move the slide body 2362 vertically downward, and also moves the roller support 2361 vertically downward. The roller 2327m of the roller support 2361 moves vertically below the guide rail 7. At this time, the height from the upper end of the slide motor 2353 to the front end of the roller support portion 2361 is about 15.0cm.

Fig. 142 d and e show the case where the roller 2327m is pushed up from below the guide rail 7 by rotating the link body clockwise. In this case, the control processing unit 2318 controls the motor 2355 to rotate the slide body unit 2362 clockwise, and the roller support unit 2361 also rotates clockwise. Thus, the roller 2327m of the roller support 2361 is present vertically below the guide rail 7. The motor 2355 rotates the slide body portion 2362 clockwise by about 10 °.

In fig. 142 e and f, the control processor 2318 controls the slide motor 2353 to move the slide body 2362 vertically upward and to move the roller support 2361 vertically upward. The roller 2327m of the roller support 2361 is pushed up vertically from below the guide rail 7. The roller 2327m is pressed against the guide rail 7 by the elastic force of the 2 nd spring 2352 between the 1 st spring support piece 2361a of the roller support portion 2361 and the 3 rd spring support piece 2361c of the slide main body portion 2362. At this time, the force of the roller 2327m of the roller support 2361 pushing up the rail 7 from below is about 1kg to 10kg, the length of the 2 nd spring 2352 is 25.0cm, and the height from the upper end of the slide motor 2353 to the center of the rail 7 is about 20.0cm.

Fig. 142 g shows a case where the roller 2327m runs on the hill portion 7y on the lower side of the guide rail 7. In this case, since the roller 2327m is pressed vertically downward by the hill portion 7y, the roller support portion 2361 moves vertically downward together with the roller 2327 m. At this time, the force applied by the 2 nd spring 2352 to the guide rail 7 vertically upward increases. For example, when the roller 2327m moves vertically downward by about 10.0cm after traveling on the hill portion 7y on the lower side of the rail 7, the height from the upper end of the slide motor 2353 to the center of the rail 7 is about 10.0cm, and the length of the 2 nd spring 2352 is 15.0cm.

In this way, when climbing up the hill portion 7y from the case of traveling on the guide rail 7 in general, the 2 nd spring 2352 contracts or extends, and the hill portion 7y can be pressed, and hence derailment of the roller 2327m from the hill portion 7y can be suppressed.

Working example 3

Next, the operation of the connector with respect to the rail 7, the mountain portion 7y on the upper side of the rail 7, and the mountain portion 7y on the lower side of the rail 7 will be described with reference to fig. 144. Fig. 144 is a diagram illustrating a state in which the position of the other connector of the cargo transferring device 10p according to modification 2 of embodiment 13 is displaced. In this working example, the same reference numerals are given to the same contents as in working example 2, and the description thereof is omitted as appropriate.

In this working example, the operation in the case where the roller 2327m arranged vertically above the rail 7 is arranged vertically below the rail 7 will be described. The following is assumed: when the rail 7 is viewed in the traveling direction, the rail support portion is provided on the left side of the rail 7, and the connector of this working example is connected to the right side of the 1 st body 2301a and the 2 nd body 2301 b. The connectors of this working example are the 1 st connector 2321, the 2 nd hook 2323b and the 5 th connector 2325 of the 3 rd connector 2323, or the 4 th connector 2324, the 1 st hook 2323a and the 2 nd connector 2322 of the 3 rd connector 2323.

As shown in a of fig. 144, when the load carrying device 10p normally travels on the guide rail 7, the height from the upper end of the slide motor 2353 to the front end of the roller support 2361 is set to about 25.0cm, the height from the upper end of the slide motor 2353 to the center of the guide rail 7 is set to about 20.0cm, the height from the axis of the shaft support to the front end of the roller support 2361 is set to about 5.0cm, and the length of the 1 st spring 2351 is set to about 5.0cm. The weight applied to the 1 st spring 2351 by the load stacked on the load carrying device 10p is set to 5 to 30kg. At this time, the amount of concave-convex absorption of the hill portion 7y during running was about 5cm, and the load was about 10kg.

Fig. 144 b shows a case where the connector is separated from the guide rail 7. In this case, the control processor 2318 controls the slide motor 2353 to move the slide body 2362 vertically upward, and also moves the roller support 2361 vertically upward. The roller 2327m of the roller support 2361 is separated vertically upward from the rail 7. At this time, the height from the upper end of the slide motor 2353 to the front end of the roller support portion 2361 is about 30.0cm.

Fig. 144 c shows a case where the link body is rotated clockwise. In this case, the control processing unit 2318 controls the motor 2355 to rotate the slide body unit 2362 clockwise, and the roller support unit 2361 also rotates clockwise. The roller 2327m of the roller support 2361 is separated from the vertically upper side of the rail 7 so as not to be present in the vertically upper side of the rail 7. The motor 2355 rotates the sliding body portion 2362 clockwise by about 10 °.

Fig. 144 d shows a case where the sliding body portion 2362 of the connector is moved vertically downward. In this case, the control processor 2318 controls the slide motor 2353 to move the slide body 2362 vertically downward, and also moves the roller support 2361 vertically downward. The roller 2327m of the roller support 2361 moves vertically below the guide rail 7. At this time, the height from the upper end of the slide motor 2353 to the front end of the roller support portion 2361 is about 15.0cm.

Fig. 144 d and e show a case where the link body is rotated counterclockwise to push up the roller 2327m from below the guide rail 7. In this case, the control processing unit 2318 controls the motor 2355 to rotate the slide body unit 2362 counterclockwise, and the roller support unit 2361 also rotates counterclockwise. Thus, the roller 2327m of the roller support 2361 is present vertically below the guide rail 7. The motor 2355 rotates the slide body portion 2362 counterclockwise by about 10 °.

In fig. 144 e and f, the control processor 2318 controls the slide motor 2353 to move the slide body 2362 vertically upward and to move the roller support 2361 vertically upward. The roller 2327m of the roller support 2361 is pushed up vertically from below the guide rail 7. The roller 2327m is pressed against the guide rail 7 by the elastic force of the 2 nd spring 2352 between the 1 st spring support piece 2361a of the roller support portion 2361 and the 3 rd spring support piece 2361c of the slide main body portion 2362. At this time, the force of the roller 2327m of the roller support 2361 pushing up the rail 7 from below is about 1kg to 10kg, the length of the 2 nd spring 2352 is 25.0cm, and the height from the upper end of the slide motor 2353 to the center of the rail 7 is about 20.0cm.

Fig. 144 g shows a case where the roller 2327m runs on the hill portion 7y on the lower side of the guide rail 7. In this case, since the roller 2327m is pressed downward by the hill portion 7y, the roller support portion 2361 moves downward in the vertical direction together with the roller 2327 m. At this time, the force applied by the 2 nd spring 2352 to the guide rail 7 vertically upward increases. For example, when the roller 2327m moves vertically downward by about 10.0cm after traveling on the hill portion 7y on the lower side of the rail 7, the height from the upper end of the slide motor 2353 to the center of the rail 7 is about 10.0cm, and the length of the 2 nd spring 2352 is 15.0cm.

In this way, when climbing up the hill portion 7y from the case of traveling on the guide rail 7 in general, the 2 nd spring 2352 contracts or extends, and the hill portion 7y can be pressed, and hence derailment of the roller 2327m from the hill portion 7y can be suppressed.

In this case, the manner of the rollers 2327m and the connection body when the cargo transferring device 10p travels on the hill portion 7y will be described with reference to fig. 145. Fig. 145 is a diagram illustrating in detail the manner of a connection body when the cargo transferring device 10p according to modification 2 of embodiment 13 travels on the hill portion 7 y. Note that although the 4 th link 2324 and the 1 st link 2321 are described in fig. 145, the same applies to the 2 nd link 2322, the 3 rd link 2323, and the 5 th link 2325, and therefore description thereof is omitted.

As shown in A, B of fig. 145, the 4 th link 2324 and the 1 st link 2321 sandwich the guide rail 7 by the rollers 2327m of the 4 th link 2324 and the 1 st link 2321. At this time, the 4 th link 2324 hangs down from the upper side of the rail 7, and the 1 st link 2321 is pressed from the lower side of the rail 7, so that the rail 7 is sandwiched between the concave portion of the roller 2327m of the 4 th link 2324 and the concave portion of the roller 2327m of the 1 st link 2321. That is, since the recess of the roller 2327m of the 4 th link 2324 and the recess of the roller 2327m of the 1 st link 2321 sandwich the rail 7, the respective rollers 2327m of the 4 th link 2324 and the 1 st link 2321 are not easily detached from the rail 7.

Further, as shown in C, D of fig. 145, the roller 2327m of the 4 th link 2324 climbs up the mountain portion 7y on the upper side of the rail 7, and the roller 2327m of the 1 st link 2321 climbs up the mountain portion 7y on the lower side of the rail 7, and therefore the 4 th link 2324 and the 1 st link 2321 maintain a state in which the upper mountain portion 7y and the lower mountain portion 7y of the rail 7 are sandwiched by the respective rollers 2327m of the 4 th link 2324 and the 1 st link 2321. That is, since the recess of the roller 2327m of the 4 th link 2324 and the recess of the roller 2327m of the 1 st link 2321 sandwich the rail 7, the respective rollers 2327m of the 4 th link 2324 and the 1 st link 2321 are not easily detached from the rail 7.

Modification 3 of embodiment 13

Fig. 146 is a diagram illustrating a turntable of a cargo handling device according to modification 3 of embodiment 13.

Hereinafter, as shown in fig. 146, the basic configuration of the cargo transferring device 10p in this modification is the same as that of the unmanned aerial vehicle of embodiment 1 or the like, and the basic configuration of the cargo transferring device 10p of embodiment 13 or the like, and therefore, the same reference numerals as those described above are given to the basic configuration of the cargo transferring device 10p in this modification, and the description thereof is omitted appropriately. The cargo transferring device 10p according to the present modification differs from embodiment 13 and the like in that the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd link 2323 can be rotated independently of the center point O of the rotation table 2319. In this modification, the lifting system, the unmanned aerial vehicle, and the like according to embodiments other than embodiment 1 may be used.

The rotation table 2319 of the present modification is a double rotation table. That is, the rotation table 2319 has a 1 st table 2319a and a 2 nd table 2319b having a smaller diameter than the 1 st table 2319 a. The 2 nd stage 2319b is provided on the top surface of the 1 st main body 2301a, and is disposed on the lower surface of the 1 st stage 2319 a. That is, the 2 nd stage 2319b is disposed so as to be sandwiched between the 1 st stage 2319a and the 1 st main body 2301 a. The center axes of the 1 st and 2 nd stages 2319a and 2319b, which are the rotation center points O, coincide with each other. Thus, the 1 st and 2 nd stages 2319a and 2319b can be independently rotated. The 1 st hook 2323a is connected to the outer peripheral edge of the 1 st table 2319a, and the 2 nd hook 2323b is connected to the outer peripheral edge of the 2 nd table 2319b.

The control processing unit 2318 can individually control the rotation of the 1 st table 2319a and the 2 nd table 2319b by controlling the driving mechanism. For example, the control processing unit 2318 can control the driving mechanism to rotate only the 1 st table 2319a clockwise or counterclockwise, thereby causing only the 1 st hook 2323a to be eccentric clockwise or counterclockwise with respect to the center point O of the 1 st table 2319a and displacing the position of the 1 st hook 2323 a. In fig. 146, only the 1 st table 2319a is shown rotated 90 ° counterclockwise by way of example. The control processing unit 2318 can also control the driving mechanism to rotate only the 2 nd table 2319b clockwise or counterclockwise, and thus, only the 2 nd hook 2323b is eccentric clockwise or counterclockwise with respect to the center point O of the 2 nd table 2319b. The control processing unit 2318 can also control the driving mechanism to rotate the 1 st and 2 nd tables 2319a and 2319b simultaneously clockwise or counterclockwise, thereby making the 1 st and 2 nd hooks 2323a and 2323b eccentric clockwise or counterclockwise with respect to the center point O of the rotation table 2319.

Working example 1

Next, fig. 147 illustrates a case where the 1 st rail 7a and the 2 nd rail 7b are connected and fixed to the pillar 19, and the cargo handling device 10p turns left. Fig. 147 is a diagram illustrating an operation of the cargo transferring device according to modification 3 of embodiment 13 when turning left.

In this working example, the 1 st rail 7a and the 2 nd rail 7b are directly fixed to the stay 19. In fig. 147, the cargo-handling device 10p bypasses the pillar 19. In this working example, as shown in fig. 147 a and b, a case is shown in which the 3 rd guide rail 7c1 connecting the 1 st guide rail 7a and the 2 nd guide rail 7b is arranged. In this working example, the same reference numerals are given to the same contents as those of other working examples, and the description thereof is omitted as appropriate.

The 1 st rail 7a is arranged to extend to the pillar 19 along the traveling direction of the load carrying device 10p, and the 2 nd rail 7b is arranged to extend from the pillar 19 in the left direction of the paper surface so as to be substantially orthogonal to the longitudinal direction of the 1 st rail 7 a. The 3 rd guide rail 7c1 is connected to the 1 st guide rail 7a and the 2 nd guide rail 7b so as to intersect the 1 st guide rail 7a and the 2 nd guide rail 7b, and is supported.

In this working example, the cargo handling device 10p can be turned left by switching (switching connection) from the 1 st rail 7a to the 3 rd rail 7c1, and then switching to the 2 nd rail 7b on the left side (left side on the paper) of the pillar 19.

In this working example, the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd link 2323 are shown staggered with respect to the center point of the rotation table 2319 in a point-symmetrical manner.

As shown in fig. 147 c, the control processor 2318 causes the 4 th link 2324, the 1 st link 2321, and the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd link 2323, which are in the open state, to pass under the vertical direction of the connection portion 7e, and causes the 4 th link 2324 to be in the closed state by controlling the motor, thereby connecting the 4 th link 2324 to the 1 st rail 7 a. The control processing unit 2318 controls the driving mechanism to rotate the 1 st table 2319a, and thereby places only the 1 st hook 2323a of the 3 rd link 2323 in the opened state vertically below the 3 rd guide rail 7c 1. The control processing unit 2318 controls the motor to set the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd connector 2323 in a closed state. Thus, the 1 st hook 2323a of the 3 rd connector 2323 is connected to the 3 rd rail 7c1, and the 2 nd hook 2323b of the 3 rd connector 2323 is connected to the 1 st rail 7 a.

As shown in d of fig. 147, the control processing section 2318 rotates the 2 nd link 2322 to bring the 2 nd link 2322 into an open state. The 2 nd link 2322 is disconnected from the 1 st rail 7a, and the 2 nd link 2322 is disposed vertically below the 1 st rail 7a so that the 2 nd link 2322 does not contact the 1 st rail 7 a.

As shown in fig. 147 e, the control processor 2318 controls the motor to rotate the 1 st body 2301a relative to the 2 nd body 2301b so that the longitudinal direction of the 1 st body 2301a is parallel to the longitudinal direction of the 3 rd guide rail 7c 1. Thus, the longitudinal direction of the 1 st body 2301a is in a posture intersecting the longitudinal direction of the 2 nd body 2301 b. In the present embodiment, the control processing unit 2318 rotates the 1 st body 2301a counterclockwise so that the longitudinal direction of the 1 st body 2301a is substantially parallel to the longitudinal direction of the 3 rd guide rail 7c 1.

As shown in f of fig. 147, the control processing unit 2318 rotates the 1 st link 2321 to bring the 1 st link 2321 into a closed state. Thus, the 1 st link 2321 is connected to the 3 rd rail 7c 1.

As shown in f and g of fig. 147, the control processor 2318 controls the motor to rotate the 2 nd main body 2301b relative to the 1 st main body 2301a so that the longitudinal direction of the 2 nd main body 2301b is parallel to the longitudinal direction of the 3 rd guide rail 7c 1. Thus, the longitudinal direction of the 2 nd body 2301b is substantially parallel to the longitudinal direction of the 1 st body 2301 a. In the present embodiment, the control processing unit 2318 rotates the 2 nd body 2301b counterclockwise so that the longitudinal direction of the 2 nd body 2301b is substantially parallel to the longitudinal direction of the 3 rd guide rail 7c 1.

The control processing portion 2318 rotates the 4 th link 2324 to bring the 4 th link 2324 into a closed state. Thus, the 4 th link 2324 is connected to the 3 rd rail 7c 1.

As shown in h of fig. 147, the control processing portion 2318 rotates the 2 nd hook 2323b of the 3 rd link 2323 to bring the 2 nd hook 2323b of the 3 rd link 2323 into an open state. The 2 nd hook 2323b of the 3 rd link 2323 is disconnected from the 1 st rail 7a, and the 2 nd hook 2323b of the 3 rd link 2323 is arranged vertically below the 1 st rail 7a so that the 2 nd hook 2323b of the 3 rd link 2323 does not contact the 1 st rail 7 a. The control processor 2318 also rotates the 2 nd table 2319b by controlling the driving mechanism so that the opening of the 2 nd hook 2323b of the 3 rd link 2323 becomes a posture substantially parallel to the opening surface of the 1 st hook 2323 a.

The control processor 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to rotate the side propeller 22a 1. As a result, the cargo handling device 10p advances, and the 2 nd hook 2323b of the 3 rd link 2323 passes under the vertical direction of the link portion 7 e.

As shown in i of fig. 147, the control processing unit 2318 rotates the 2 nd hook 2323b of the 3 rd link 2323 to bring the 2 nd hook 2323b of the 3 rd link 2323 into a closed state after the 2 nd hook 2323b of the 3 rd link 2323 passes under the vertical direction of the connection unit 7 e. Thus, the 2 nd hook 2323b of the 3 rd connector 2323 is connected with the 3 rd rail 7c 1. The control processing unit 2318 rotates the 2 nd and 5 th links 2322 and 2325 to bring the 2 nd and 5 th links 2322 and 2325 into a closed state after the 2 nd and 5 th links 2322 and 2325 pass under the vertical direction of the connection unit 7 e. Thus, the 2 nd connector 2322 and the 5 th connector 2325 are connected to the 3 rd rail 7c 1. In this way, the cargo handling device 10p advances along the 3 rd guide rail 7c 1.

Working example 2

Next, fig. 148 is a diagram illustrating a case where the cargo transferring device 10p is turned left when the 1 st rail 7a and the 2 nd rail 7b are connected and fixed to the pillar 19. Fig. 148 is a diagram illustrating an operation of another cargo transferring device according to modification 3 of embodiment 13 when turning left. In this working example, the same reference numerals are given to the same contents as those of other working examples, and the description thereof is omitted as appropriate.

The present working example differs from working example 1 in that the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd link 2323 are adjacent to the coupling portion of the rotation table 2319, and are arranged on the same direction side with respect to the center point of the rotation table 2319. The present working example is otherwise identical to working example 1, and therefore, the description thereof is omitted appropriately.

As shown in fig. 148 a to d, the control processing unit 2318 causes the 4 th link 2324, the 1 st link 2321, and the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd link 2323 to pass under the connection portion 7e, respectively, and causes the 4 th link 2324 to be closed by controlling the motor, thereby connecting the 4 th link 2324 to the 1 st rail 7 a. The control processor 2318 controls the motor to set the 1 st hook 2323a of the 3 rd connector 2323 to a closed state. Thus, the 1 st hook 2323a of the 3 rd connector 2323 is connected with the 3 rd rail 7c 1. The control processor 2318 controls the driving mechanism to rotate the 1 st table 2319a, thereby bringing the 2 nd hook 2323b of the 3 rd link 2323 in the opened state into the closed state. Thus, the 2 nd hook 2323b of the 3 rd connector 2323 is connected with the 1 st rail 7 a.

E to j in fig. 148 are the same as d to i in fig. 147. The load carrying device 10p moves along the 3 rd guide rail 7c1 by changing from the 1 st guide rail 7a to the 3 rd guide rail 7c 1.

Working example 3

Next, fig. 149 is an example of a case where the 1 st rail 7a and the 2 nd rail 7b are connected and fixed to the pillar 19, and the cargo handling device 10p is turned right. Fig. 149 is a diagram illustrating an operation of the cargo transferring device 10p according to modification 3 of embodiment 13 when turning right.

In this working example, a case is shown in which the 3 rd guide rail 7c2 connecting the 1 st guide rail 7a and the 2 nd guide rail 7b is disposed.

The 1 st rail 7a is arranged to extend to the pillar 19 along the traveling direction of the load carrying device 10p, and the 2 nd rail 7b is arranged to extend from the pillar 19 in the right direction of the paper surface so as to be substantially orthogonal to the longitudinal direction of the 1 st rail 7 a. The 3 rd guide rail 7c1 is connected to the 1 st guide rail 7a and the 2 nd guide rail 7b so as to intersect the 1 st guide rail 7a and the 2 nd guide rail 7b, and is supported.

In this working example, the cargo handling device 10p can be turned right by switching (switching connection) from the 1 st rail 7a to the 3 rd rail 7c2 and then further switching to the 2 nd rail 7b on the right side (right side on the paper) of the pillar 19.

In this working example, the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd link 2323 are adjacent to the coupling portion of the rotation stage 2319, and are arranged on the same direction side with respect to the center point of the rotation stage 2319.

Since this working example is the same as working example 1, the description of the same parts will be omitted as appropriate. In this working example, the same reference numerals are given to the same contents as those of other working examples, and the description thereof is omitted as appropriate. In addition, the joining portion is a whitewashing portion.

As shown in a of fig. 149, the control processor 2318 causes the 4 th link 2324, the 1 st link 2321, and the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd link 2323, which are in the open state, to pass under the vertical direction of the connection portion 7e, and causes the 4 th link 2324 to be in the closed state by controlling the motor, thereby connecting the 4 th link 2324 to the 1 st rail 7 a. The control processing unit 2318 controls the driving mechanism to rotate the 1 st table 2319a, and thereby places only the 1 st hook 2323a of the 3 rd link 2323 in the opened state vertically below the 3 rd guide rail 7c 2. The control processing unit 2318 controls the motor to set the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd connector 2323 in a closed state. Thus, the 1 st hook 2323a of the 3 rd link 2323 is connected with the 3 rd rail 7c2, and the 2 nd hook 2323b of the 3 rd link 2323 is connected with the 1 st rail 7 a.

As shown in b of fig. 149, the control processing unit 2318 rotates the 4 th link 2324 and the 5 th link 2325 to bring the 4 th link 2324 and the 5 th link 2325 into an open state. The 4 th link 2324 and the 5 th link 2325 are disconnected from the 1 st rail 7a, and the 4 th link 2324 and the 5 th link 2325 are arranged vertically below the 1 st rail 7a so that the 4 th link 2324 and the 5 th link 2325 do not contact the 1 st rail 7 a.

As shown in b and c of fig. 149, the control processor 2318 controls the motor to rotate the 2 nd main body 2301b relative to the 1 st main body 2301a so that the longitudinal direction of the 2 nd main body 2301b is parallel to the longitudinal direction of the 3 rd guide rail 7c 2. Thus, the longitudinal direction of the 2 nd body 2301b is in a posture intersecting the longitudinal direction of the 1 st body 2301 a. In the present embodiment, the control processing unit 2318 rotates the 2 nd body 2301b clockwise so that the longitudinal direction of the 2 nd body 2301b is substantially parallel to the longitudinal direction of the 3 rd guide rail 7c 2. Further, since the 1 st body 2301a and the 2 nd body 2301b are not easily tilted at the time of right turn, the body of the cargo handling device 10p is stable. The same applies to the left turn.

As shown in fig. 149 c, the control processor 2318 rotates the 4 th link 2324 to bring the 4 th link 2324 into a closed state. Thus, the 4 th link 2324 is connected to the 3 rd rail 7c 2.

As shown in d and e of fig. 149, the control processor 2318 controls the motor to rotate the 1 st body 2301a relative to the 2 nd body 2301b so that the longitudinal direction of the 1 st body 2301a is parallel to the longitudinal direction of the 3 rd guide rail 7c 2. Thus, the longitudinal direction of the 1 st body 2301a is substantially parallel to the longitudinal direction of the 2 nd body 2301 b. In the present embodiment, the control processing unit 2318 rotates the 1 st body 2301a clockwise so that the longitudinal direction of the 1 st body 2301a is substantially parallel to the longitudinal direction of the 3 rd guide rail 7c 2.

The control processing portion 2318 rotates the 1 st link 2321 to bring the 1 st link 2321 into a closed state. Thus, the 1 st link 2321 is connected to the 3 rd rail 7c 2.

As shown in f and g of fig. 149, the control processor 2318 rotates the 2 nd hook 2323b of the 3 rd link 2323 to bring the 2 nd hook 2323b of the 3 rd link 2323 into an open state. The 2 nd hook 2323b of the 3 rd link 2323 is disconnected from the 1 st rail 7a, and the 2 nd hook 2323b of the 3 rd link 2323 is arranged vertically below the 1 st rail 7a so that the 2 nd hook 2323b of the 3 rd link 2323 does not contact the 1 st rail 7 a. The control processor 2318 also rotates the 2 nd table 2319b by controlling the driving mechanism so that the opening of the 2 nd hook 2323b of the 3 rd link 2323 becomes a posture substantially parallel to the opening surface of the 1 st hook 2323 a.

The control processor 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to rotate the side propeller 22a 1. As a result, the cargo handling device 10p advances, and the 2 nd hook 2323b of the 3 rd link 2323 passes under the vertical direction of the link portion 7 e.

As shown in g of fig. 149, the control processing unit 2318 rotates the 2 nd hook 2323b of the 3 rd link 2323 to bring the 2 nd hook 2323b of the 3 rd link 2323 into a closed state after the 2 nd hook 2323b of the 3 rd link 2323 passes under the vertical direction of the connection unit 7 e. Thus, the 2 nd hook 2323b of the 3 rd connector 2323 is connected with the 3 rd rail 7c 2. The control processing unit 2318 rotates the 2 nd and 5 th links 2322 and 2325 to bring the 2 nd and 5 th links 2322 and 2325 into a closed state after the 2 nd and 5 th links 2322 and 2325 pass under the vertical direction of the connection unit 7 e. Thus, the 2 nd connector 2322 and the 5 th connector 2325 are connected to the 3 rd rail 7c 2. In this way, the cargo handling device 10p advances along the 3 rd guide rail 7c 2.

Working example 4

Next, the cargo transferring device 10p is shown as a right turn in a case where the 1 st rail 7a and the 2 nd rail 7b are connected and fixed to the pillar 19 by way of example using fig. 150. The present working example differs from the 3 rd working example in that the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd link 2323 are disposed alternately with respect to the center point of the rotation table 2319 in a point-symmetrical manner. In this working example, the same reference numerals are given to the same contents as in working example 3, and the description thereof is omitted as appropriate.

As shown in a of fig. 150, the control processing unit 2318 causes the 4 th link 2324, the 1 st link 2321, and the 1 st hook 2323a of the 3 rd link 2323 in the opened state to pass under the vertical direction of the connection unit 7e, and causes the 1 st hook 2323a of the 4 th link 2324, the 1 st link 2321, and the 3 rd link 2323 to be in the closed state by controlling the motor, thereby connecting the 1 st hook 2323a of the 4 th link 2324, the 1 st link 2321, and the 3 rd link 2323 to the 1 st rail 7 a.

As shown in fig. 150 b and c, the control processing unit 2318 rotates the 4 th link 2324 and the 5 th link 2325 to open the 1 st hook 2323a and the 2 nd hook 2323b of the 4 th link 2324, the 5 th link 2325, and the 3 rd link 2323. The 1 st hook 2323a and the 2 nd hook 2323b of the 4 th link 2324, the 5 th link 2325, and the 3 rd link 2323 are released from the connection with the 1 st rail 7a, and the 1 st hook 2323a and the 2 nd hook 2323b of the 4 th link 2324, the 5 th link 2325, and the 3 rd link 2323 are arranged vertically below the 1 st rail 7a so that the 1 st hook 2323a and the 2 nd hook 2323b of the 4 th link 2324, the 5 th link 2325, and the 3 rd link 2323 do not contact the 1 st rail 7 a.

As shown in fig. 150 c and c1, the control processor 2318 controls the motor to rotate the 2 nd main body 2301b relative to the 1 st main body 2301a so that the longitudinal direction of the 2 nd main body 2301b is parallel to the longitudinal direction of the 3 rd guide rail 7c 2. Thus, the longitudinal direction of the 2 nd body 2301b is in a posture intersecting the longitudinal direction of the 1 st body 2301 a. In the present embodiment, the control processing unit 2318 rotates the 2 nd body 2301b clockwise so that the longitudinal direction of the 2 nd body 2301b is substantially parallel to the longitudinal direction of the 3 rd guide rail 7c 2.

The control processing portion 2318 rotates the 4 th link 2324 to bring the 4 th link 2324 into a closed state. Thus, the 4 th link 2324 is connected to the 3 rd rail 7c 2.

As shown in fig. 150 c, c1, d, and d1, the control processor 2318 controls the 3 rd propeller drive motor 22a3 on the rear side to slightly rotate the side propeller 22a 1. Thus, the load carrying device 10p slightly advances along the 3 rd guide rail 7c2, and the 2 nd hook 2323b of the 3 rd link 2323 passes under the vertical direction of the connecting portion 7 e. The control processing unit 2318 controls the driving mechanism to rotate the 2 nd table 2319b, and thereby places only the 2 nd hook 2323b of the 3 rd link 2323 in the opened state vertically below the 3 rd guide rail 7c 2.

As shown in e, e1, f, and f1 of fig. 150, the control processing unit 2318 rotates the 2 nd hook 2323b of the 3 rd link 2323 to bring the 2 nd hook 2323b of the 3 rd link 2323 into a closed state. Thus, the 2 nd hook 2323b of the 3 rd connector 2323 is connected with the 3 rd rail 7c 2. Therefore, the 2 nd hook 2323b of the 3 rd link 2323 is hung on the 3 rd rail 7c2, and the cargo handling device 10p is pulled up to the 3 rd rail 7c2 side. Further, the control processing portion 2318 rotates the 1 st hook 2323a of the 3 rd link 2323 to bring the 1 st hook 2323a of the 3 rd link 2323 into an open state. The 1 st hook 2323a of the 3 rd link 2323 is disconnected from the 1 st rail 7a, and the 1 st hook 2323a of the 3 rd link 2323 is arranged vertically below the 1 st rail 7a so that the 1 st hook 2323a of the 3 rd link 2323 does not contact the 1 st rail 7 a.

As shown in g of fig. 150, the control processing unit 2318 rotates the 1 st link 2321 and the 2 nd link 2322 to bring the 1 st link 2321 and the 2 nd link 2322 into an open state. The 1 st link 2321 and the 2 nd link 2322 are disconnected from the 1 st rail 7a, and the 1 st link 2321 and the 2 nd link 2322 are arranged vertically below the 1 st rail 7a so that the 1 st link 2321 and the 2 nd link 2322 do not contact the 1 st rail 7 a.

As shown in g and h of fig. 150, the control processor 2318 controls the motor to rotate the 1 st body 2301a relative to the 2 nd body 2301b so that the longitudinal direction of the 1 st body 2301a is substantially parallel to the longitudinal direction of the 3 rd guide rail 7c 2. Thus, the longitudinal direction of the 1 st body 2301a is substantially parallel to the longitudinal direction of the 2 nd body 2301 b. In the present embodiment, the control processing unit 2318 rotates the 1 st body 2301a clockwise so that the longitudinal direction of the 1 st body 2301a is substantially parallel to the longitudinal direction of the 3 rd guide rail 7c 2. The control processing unit 2318 controls the driving mechanism to rotate the 1 st table 2319a so that the opening of the 1 st hook 2323a of the 3 rd link 2323 becomes a posture substantially parallel to the opening surface of the 2 nd hook 2323b, and only the 1 st hook 2323a of the 3 rd link 2323 in the opened state is disposed vertically below the 3 rd guide rail 7c 2. The control processor 2318 controls the motor to set the 1 st hook 2323a of the 3 rd connector 2323 to a closed state. Thus, the 1 st hook 2323a of the 3 rd connector 2323 is connected with the 3 rd rail 7c 2.

As shown in i of fig. 150, the control processing unit 2318 rotates the 2 nd and 5 th links 2322 and 2325 to bring the 2 nd and 5 th links 2322 and 2325 into a closed state after the 2 nd and 5 th links 2322 and 2325 pass under the vertical direction of the connection unit 7 e. Thus, the 2 nd connector 2322 and the 5 th connector 2325 are connected to the 3 rd rail 7c 2. In this way, the cargo handling device 10p advances along the 3 rd guide rail 7c 2.

Working example 5

Next, fig. 151 is an example of a case where the 1 st rail 7a and the 2 nd rail 7b are connected and fixed to the pillar 19, and the cargo handling device 10p is turned right. Fig. 151 is a diagram illustrating another operation of the cargo transferring device 10p according to modification 3 of embodiment 13 when turning right.

In this working example, the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd link 2323 are adjacent to the coupling portion of the rotation table 2319 and are arranged on the same direction side with respect to the center point of the rotation table 2319, as in working example 3. Since this working example is the same as working example 3, the description of the same parts will be omitted.

As shown in a of fig. 151, the control processor 2318 causes the 4 th link 2324, the 1 st link 2321, and the 1 st hook 2323a of the 3 rd link 2323 in the opened state to pass under the vertical direction of the connection portion 7e, and causes the 4 th link 2324 and the 1 st link 2321 to be in the closed state by controlling the motor, thereby connecting the 4 th link 2324 and the 1 st link 2321 to the 1 st rail 7 a. The control processing unit 2318 controls the driving mechanism to rotate the 1 st table 2319a, and thereby places only the 1 st hook 2323a of the 3 rd link 2323 in the opened state vertically below the 3 rd guide rail 7c 2. The control processing unit 2318 controls the motor to set the 1 st hook 2323a and the 2 nd hook 2323b of the 3 rd connector 2323 in a closed state. Thus, the 1 st hook 2323a of the 3 rd link 2323 is connected with the 3 rd rail 7c2, and the 2 nd hook 2323b of the 3 rd link 2323 is connected with the 1 st rail 7 a.

B, c, d, e, f, g of fig. 151 is identical to b, c, d, e, f, g of fig. 149. The load carrying device 10p moves along the 3 rd guide rail 7c2 by changing from the 1 st guide rail 7a to the 3 rd guide rail 7c 2.

Embodiment 14

Fig. 152A is a diagram illustrating the cargo handling device 10q and the express box 2408 according to embodiment 14. Fig. 152B is a block diagram illustrating an express box 2408 according to embodiment 14.

Hereinafter, as shown in fig. 152A to 152B, the basic configuration of the cargo-moving device 10q in the present embodiment is the same as that of the cargo-moving device in embodiment 12 and the like. Note that the express box 2408 of the present embodiment is different from embodiment 13 in that a plurality of cargoes can be moved in the vertical direction, and the basic configuration of the express box 2408 is the same as that of the express box of embodiment 1 or the like. Therefore, the same reference numerals as those described above are given to the basic components of the cargo handling device 10q and the express box 2408 in the present embodiment, and the description thereof is omitted appropriately. In this embodiment, the lifting system, the unmanned aerial vehicle, the express box, and the like according to embodiments other than embodiment 1 may be used instead of the cargo handling device 10q and the express box 2408.

The express box 2408 has a container 2411, a take-out cover 2412, a plurality of bottom plates 2413, a plurality of mounting pieces 2414, a rotation shaft 2415, a 1 st guide part 2421, a 2 nd guide part 2422, a 3 rd guide part 2423, a sensor 2431, a driving part 2432, a driving control part 2433, and a communication part 2434.

The container 2411 has a rectangular parallelepiped shape or a cylindrical shape. The container 2411 divides a space for storing goods. The spaces are separated by a plurality of bottom plates 2413 disposed within the container 2411, respectively. Specifically, the spaces are separated by a plurality of base plates 2413 such that cargo can be deployed between two adjacent base plates 2413 in the plurality of base plates 2413. Thus, in the container 2411, a plurality of layers (rooms) are formed by each of the plurality of bottom plates 2413.

The container 2411 is a housing for storing goods. The container 2411 has a rectangular parallelepiped shape, but may be any shape as long as the container 2411 can store goods. A top surface opening 2411a through which the article passes is formed in a top surface portion of the container 2411 vertically above. A side opening 2412a covered by closing the take-out cover 2412 is formed in a side portion of the container 2411. The side opening 2412a of the present embodiment is formed in the lowermost layer of the plurality of layers formed on the container 2411. Top opening 2411a and side opening 2412a are in communication with the space of container 2411.

The removal cover 2412 is provided on a side surface portion of the container 2411, and can open and close the side surface opening 2412a in order to remove the cargo in the space from the side surface opening 2412a. The removal cover 2412 covers the side opening 2412a when closed and opens the side opening 2412a when opened. The take-out cover 2412 is held by the container 2411 so as to be rotatable about a predetermined axis.

The plurality of bottom plates 2413 are housed in the container 2411 and are arranged in the space of the container 2411 in the vertical direction. The plurality of bottom plates 2413 are provided inside the container 2411, and the plurality of bottom plates 2413 are each partitioned into a space, so that a plurality of cargos can be separately accommodated in the express box 2408. In this embodiment, the case where the express box 2408 includes three bottom plates 2413 is exemplified. In addition, the bottom plate 2413 may be provided in the express box 2408 by two or more.

The plurality of bottom plates 2413 are disposed on the plurality of mounting pieces 2414 formed inside the container 2411, respectively, so as to be disposed substantially parallel to each other in the horizontal direction. The plurality of bottom plates 2413 are disposed on the plurality of mounting pieces 2414, respectively, so that spaces can be partitioned, and thus, cargoes can be disposed individually.

Further, by the rotation, the plurality of bottom plates 2413 can be displaced to a posture substantially parallel to the vertical direction or to a posture substantially parallel to the horizontal direction, respectively.

In addition, each of the plurality of base panels 2413 may be a single panel or may be a bendable flap formed of a plurality of panels, hinges, or the like.

For example, when a load is placed on the bottom plate 2413 of the 1 st floor among the plurality of bottom plates 2413, the bottom plate 2413 of the lowermost floor among the plurality of bottom plates 2413 slides on the 1 st guide 2421 to move vertically upward among the plurality of bottom plates 2413, and all of the plurality of bottom plates 2413 except the bottom plate 2413 of the lowermost floor descend vertically downward. Specifically, when the load is placed on the bottom plate 2413 of the 1 st floor, the bottom plate 2413 of the lowermost floor rotates around the axis of the rotation shaft 2415 and is displaced to a posture substantially parallel to the vertical direction. Then, the bottom plate 2413 at the lowermost layer slides vertically upward, and all the plurality of bottom plates 2413 except the bottom plate 2413 at the lowermost layer descend vertically downward in a posture substantially parallel to the horizontal direction. That is, when goods are placed on the floor 2413 of the 1 st floor, the floor 2413 of the 2 nd floor and thereafter is lowered except for the floor 2413 of the lowermost floor, and is lowered layer by layer. Thus, the bottom plate 2413 at the lowermost layer is moved to the vertically uppermost side among the plurality of bottom plates 2413.

The rotation shaft 2415 is formed at a central portion in the longitudinal direction in the bottom plate 2413. In addition, the rotation shaft 2415 may be formed at one or the other end in the longitudinal direction in the bottom plate 2413. By rotating the rotation shaft 2415 by the drive control unit 2433, the bottom plate 2413 is displaced to a posture substantially parallel to the vertical direction or to a posture substantially parallel to the horizontal direction.

The plurality of mounting pieces 2414 are provided inside the container 2411, and are protruding portions capable of holding the bottom plate 2413 in a posture substantially parallel to the horizontal direction. The plurality of mounting pieces 2414 are provided four for each of the plurality of layers. That is, the four mounting pieces 2414 can hold one bottom plate 2413 so that the one bottom plate 2413 is in a posture substantially parallel to the horizontal direction. That is, by placing one bottom plate 2413 on four placement pieces 2414, a plurality of spaces can be partitioned so that a plurality of cargoes can be accommodated.

The plurality of mounting pieces 2414 are movable in the vertical direction like an elevator for each stage, that is, for four mounting pieces 2414. Further, three or more mounting pieces 2414 may be provided for each layer, or five or more mounting pieces 2414 may be provided.

The 1 st guide part 2421 is a long guide formed in the vertical direction inside the container 2411. The 1 st guide part 2421 guides the bottom plate 2413, and the bottom plate 2413 is displaced in a posture substantially parallel to the vertical direction and moves in the vertical direction.

The 2 nd guide 2422 is a long guide formed in the horizontal direction inside the container 2411. The 2 nd guide 2422 can guide the bottom plate 2413 so that the bottom plate 2413 displaced in a posture substantially parallel to the vertical direction moves in the horizontal direction. The 2 nd guide 2422 is formed at a position corresponding to the side opening 2412a of the container 2411. Specifically, the 2 nd guide 2422 is placed in the container 2411 so as to be horizontal to the end edge vertically below the side opening 2412 a. The 2 nd guide 2422 may be formed in plural numbers according to the number of the cargo to be placed, that is, the number of the bottom plates 2413.

The 3 rd guide part 2423 is a long guide formed in the horizontal direction inside the container 2411. The 3 rd guide 2423 is a guide for inserting the bottom plate 2413 of the lowermost floor when the bottom plate 2413 of the lowermost floor moves vertically upward. That is, the 3 rd guide 2423 is an insertion layer inserted into the bottom plate 2413 existing at the lowermost layer.

The 3 rd guide part 2423 is disposed vertically above the 2 nd guide part 2422 in the container 2411. That is, the insertion layer is the uppermost layer and is located vertically above the 1 st layer.

The sensor 2431 can detect that cargo is placed on the floor 2413 of layer 1. The sensor 2431 is a gravity sensor, an image sensor, or the like. When the load is placed on the floor 2413 of the 1 st floor, the sensor 2431 transmits the information indicating the load, that is, the load information, to the drive control unit 2433.

The drive control unit 2433 controls the drive unit 2432 to change the posture of the base plate 2413 or to move the base plate 2413. Specifically, the drive control unit 2433 can rotate the plurality of base plates 2413 about the axial centers of the rotation shafts 2415 by controlling the drive unit 2432. When the posture of the bottom plate 2413 is substantially parallel to the vertical direction, the driving unit 2432 is controlled by the driving control unit 2433, and the bottom plate 2413 slides on the 2 nd guide part 2422 and the 1 st guide part 2421. Thereby, the bottom plate 2413 positioned at the lowermost layer moves to the uppermost layer.

The driving unit 2432 is an actuator including a hoist, a pulley, a belt, and the like. The driving unit 2432 can move and rotate the plurality of bottom plates 2413 and can move the plurality of mounting pieces 2414.

In the case where the lowest floor 2413 is placed with the cargo, the drive control unit 2433 may place the cargo on the floor 2413 of the 1 st floor, or may not rotate the lowest floor 2413.

The communication unit 2434 is a wireless module capable of wirelessly communicating with the cargo-handling device 10q, the management server, and the like. The communication unit 2434 receives, for example, position information from the cargo-handling device 10q, information indicating arrival of the cargo-handling device 10q, or information indicating content, number, time, or the like of the arrived cargo from the management server. The communication unit 2434 transmits information indicating that the cargo is stored to the cargo handling device 10q, the management server, or the like.

Thus, each time a load is placed on the floor 2413 of the 1 st floor, the plurality of floors 2413 are lowered by one floor, respectively, except for the floor 2413 of the 1 st floor, and the floor 2413 positioned at the lowermost floor is rotated to be moved to the 1 st floor. Accordingly, in the express box 2408, the bottom plate 2413 can be lowered or lifted like an elevator.

The express box 2408 may be provided with an upper cover. The upper cover may be provided on a top surface portion of the container 2411 and may be capable of opening and closing a top surface opening 2411a for placing goods into the express box 2408. The upper cover covers the top opening 2411a when closed and opens the top opening 2411a when opened. The upper lid may be rotatably held about a predetermined axis with respect to the container 2411.

The removal cover 2412 and the upper cover are opened outward from the container 2411, but may be opened inward in the express box 2408. The removal cover 2412 and the upper cover are not limited to one-sided opening, and may be double-sided opening.

Accordingly, the goods can be placed into the space of the express box 2408 from above the express box 2408, and the goods stored in the space can be taken out from the side of the express box 2408. Therefore, the cargo can be easily taken out.

Working example 1

Fig. 152C is a diagram illustrating an example of the operation of the express box 2408 according to working example 1 of embodiment 14 when viewed from the side. Fig. 152D is a diagram illustrating an example of the operation of the express box 2408 according to working example 1 of embodiment 14 when viewed from the front.

In this working example, the operation in the case where the express box 2408 includes three bottom plates 2413, namely, a 1 st bottom plate 2413a, a 2 nd bottom plate 2413b, and a 3 rd bottom plate 2413c is illustrated as an example. In addition, in fig. 152C and 152D in this working example, a case where the 1 st cargo K1 is disposed on the 1 st floor 2413a is illustrated as an example. In this working example, a 1 st layer, a 2 nd layer, and a 3 rd layer are illustrated as being vertically above and vertically below. In the express box 2408 of the working example, the 2 nd guide 2422 is formed at a position corresponding to the 3 rd layer.

First, the cargo handling device 10q stops vertically above the express box 2408 so that the 1 st cargo K1 is arranged vertically above the top opening 2411a of the express box 2408. Thereafter, the wire 51 starts to be discharged, and the 1 st pusher 110 and the 1 st cargo K1 of the cargo-handling device 10q are lowered. At this time, the 1 st thrust device 110 descends while correcting the position to be located at the top surface opening 2411a of the express box 2408.

The 1 st goods K1 are stored in the express box 2408 by placing the 1 st goods K1 on the 1 st bottom plate 2413a of the 1 st floor of the express box 2408, the 1 st thrust device 110. Then, the sensor 2431 transmits the load information to the drive control unit 2433 in order to detect the 1 st cargo K1 disposed on the 1 st floor 2413a of the 1 st floor.

When the mounting information is acquired, the drive control unit 2433 controls the drive unit 2432 to move the base plate 2413. Specifically, the drive control unit 2433 controls the drive unit 2432 to rotate the 3 rd base plate 2413c of the 3 rd layer, thereby displacing the 3 rd base plate 2413c into a posture substantially parallel to the vertical direction. Next, the drive control unit 2433 controls the drive unit 2432 to slide the 3 rd base plate 2413c after displacement along the 2 nd guide part 2422 located at the 3 rd layer, and moves the 3 rd guide part 2421. Next, the drive control unit 2433 controls the drive unit 2432 to slide the 3 rd base plate 2413c that has moved to the 1 st guide part 2421 along the 1 st guide part 2421, and thus slides vertically upward. Next, the drive control unit 2433 controls the drive unit 2432 to slide the 3 rd base plate 2413c to a position corresponding to the insertion layer, and then holds the 3 rd base plate 2413c for a predetermined period of time. Next, the drive control unit 2433 controls the drive unit 2432 to lower the 1 st base plate 2413a and the 2 nd base plate 2413 b. When a predetermined period, which is a period required for lowering the 1 st base plate 2413a and the 2 nd base plate 2413b, passes, the drive control unit 2433 ends holding the 3 rd base plate 2413c, and controls the drive unit 2432 to slide along the 3 rd guide 2423 as an insertion layer. At this time, the drive control unit 2433 controls the drive unit 2432 to slide the 3 rd base plate 2413c on the 3 rd guide portion 2423 to the widthwise direction of the side surface portion in the container 2411, that is, to the central portion in the horizontal direction of the side surface portion. Further, the drive control unit 2433 controls the drive unit 2432 to rotate the 3 rd base plate 2413c of the 1 st layer, thereby displacing the 3 rd base plate 2413c into a posture substantially parallel to the horizontal direction. In this way, the express box 2408 is in the state of a in fig. 152C and a in fig. 152D.

In this way, the drive control unit 2433 controls the drive unit 2432 to move the floor 2413 of the 3 rd floor to the 1 st floor every time a load is placed on the floor 2413 of the 1 st floor.

As shown in a of fig. 152C and a of fig. 152D, the cargo handling device 10q stops vertically above the express box 2408 so that the 2 nd cargo K2 is arranged vertically above the top opening 2411a of the express box 2408.

Then, the cargo handling device 10q starts the payout of the wire 51 to lower the 1 st thrust device 110 and the 2 nd cargo K2 of the cargo handling device 10 q. When the 2 nd cargo K2 is placed on the 3 rd floor 2413c of the 1 st floor of the express box 2408, the 1 st thrust device 110 disengages the 2 nd cargo K2.

Next, as shown in b of fig. 152C and b of fig. 152D, the 2 nd item K2 is placed on the 3 rd floor 2413C of the 1 st floor of the express box 2408. That is, the 2 nd item K2 is stored in the express box 2408. Then, the sensor 2431 transmits the load information to the drive control unit 2433 so that the sensor 2431 detects the 2 nd cargo K2 disposed on the 3 rd floor 2413c of the 1 st floor.

The drive control unit 2433 acquires the mounting information from the sensor 2431, and controls the drive unit 2432 to rotate the 2 nd floor 2413b of the 3 rd floor, thereby displacing the 2 nd floor 2413b into a posture substantially parallel to the vertical direction. Layer 3 is a pull-out layer from which base plate 2413 can be pulled out.

Next, as shown in C of fig. 152C, the drive control unit 2433 controls the drive unit 2432 to slide the displaced 2 nd base plate 2413b along the 2 nd guide portion 2422 located at the 3 rd layer to move to the 1 st guide portion 2421.

Next, as shown in d of fig. 152C, the drive control unit 2433 controls the drive unit 2432 to slide the 2 nd base plate 2413b moved to the 1 st guide portion 2421 along the 1 st guide portion 2421 and vertically upward. In addition, the user opens the take-out cover 2412, thereby opening the side opening 2412a of the express box 2408, and the 1 st cargo K1 of the 1 st bottom plate 2413a is taken out by the user.

Next, as shown in e of fig. 152C and C of fig. 152D, the drive control unit 2433 controls the drive unit 2432 to slide the 2 nd base plate 2413b to a position corresponding to the insertion layer, and thereafter, holds the 2 nd base plate 2413b for a predetermined period of time. Further, the drive control unit 2433 controls the drive unit 2432 to lower the 3 rd base plate 2413c and the 1 st base plate 2413 a.

Next, as shown in f of fig. 152C and D of fig. 152D, the drive control unit 2433 controls the drive unit 2432 to lower the 3 rd base plate 2413C from the 1 st layer to the 2 nd layer and lower the 1 st base plate 2413a from the 2 nd layer to the 3 rd layer.

Next, when a predetermined period of time required for lowering the 3 rd base plate 2413C and the 1 st base plate 2413a has elapsed, the drive control unit 2433 controls the drive unit 2432 to slide along the 3 rd guide portion 2423 as an insertion layer as shown in g of fig. 152C. At this time, the drive control unit 2433 controls the drive unit 2432 to slide the 2 nd base plate 2413b on the 3 rd guide part 2423 to the widthwise side surface part, i.e., the horizontal center part of the side surface part in the container 2411.

Next, as shown in h of fig. 152C, the drive control unit 2433 controls the drive unit 2432 to rotate the 2 nd base plate 2413b of the 1 st layer, thereby displacing the 2 nd base plate 2413b into a posture substantially parallel to the horizontal direction. Thus, the express box 2408 becomes the state of i of fig. 152C.

Next, the 2 nd base plate 2413b is lowered from the 3 rd guide part 2423 together with the mounting piece 2414, and is placed on the 4 th floor, and the state of j in fig. 152C is set.

Next, as shown in j of fig. 152C and e of fig. 152D, the cargo handling device 10q stops vertically above the express box 2408 so that the 3 rd cargo K3 is arranged vertically above the top opening 2411a of the express box 2408.

Then, the cargo handling device 10q starts the payout of the wire 51 to lower the 1 st thrust device 110 and the 3 rd cargo K3 of the cargo handling device 10 q. When the 3 rd cargo K3 is placed on the 2 nd floor 2413b of the 1 st floor as the express box 2408, the 1 st thrust device 110 disengages the 3 rd cargo K3.

As a result, as shown in K of fig. 152C and f of fig. 152D, the 3 rd item K3 is placed on the 2 nd floor 2413b of the 1 st floor of the express box 2408. That is, the 3 rd item K3 is stored in the express box 2408. The subsequent operations are also the same as those of b in the above-described diagram 152C.

Working example 2

Fig. 152E is a diagram illustrating an example of the operation of the express box 2408 according to working example 2 of embodiment 14 when viewed from the side. Fig. 152F is a diagram illustrating an example of the operation of the express box 2408 according to working example 2 of embodiment 14 when viewed from the front.

In this working example, when a certain cargo among the plurality of cargoes is an unnecessary cargo, a work is shown in which the unnecessary cargo is arranged at the lowest layer. Fig. 152E and 152F show, for example, the 1 st cargo K1 as an unnecessary cargo moving to the lowest level. In this working example, the insertion layer, the following layer 1, the following layer 2, the following layer 3, and the following layer 4 are illustrated along the vertical direction from above to below. In the express box 2408 of the present working example, the 2 nd guide 2422 is formed at a position corresponding to the 3 rd layer, and the 4 th layer for retaining the unnecessary goods is also provided.

In this working example, the same operations as in working example 1 are denoted by the same reference numerals, and description thereof is omitted as appropriate.

As shown in a of fig. 152E and a of fig. 152F, the cargo handling device 10q stops vertically above the express box 2408 such that the 2 nd cargo K2 is disposed vertically above the top opening 2411a of the express box 2408 with respect to the express box 2408.

Then, the cargo handling device 10q starts the payout of the wire 51 to lower the 1 st thrust device 110 and the 2 nd cargo K2 of the cargo handling device 10 q. When the 2 nd cargo K2 is placed on the 3 rd floor 2413c of the 1 st floor of the express box 2408, the 1 st thrust device 110 disengages the 2 nd cargo K2.

Next, as shown in b of fig. 152E and b of fig. 152F, the 2 nd item K2 is placed on the 3 rd floor 2413c of the 1 st floor of the express box 2408. Thereby, the sensor 2431 transmits the load information to the drive control unit 2433.

The drive control unit 2433 acquires the mounting information from the sensor 2431, and controls the drive unit 2432 to rotate the 2 nd floor 2413b of the 3 rd floor, thereby displacing the 2 nd floor 2413b into a posture substantially parallel to the vertical direction.

Next, as shown in c of fig. 152E, the drive control unit 2433 controls the drive unit 2432 to slide the displaced 2 nd base plate 2413b along the 2 nd guide portion 2422 located at the 3 rd layer to move to the 1 st guide portion 2421.

Next, as shown in d of fig. 152E, the drive control unit 2433 controls the drive unit 2432 to slide the 2 nd base plate 2413b moved to the 1 st guide portion 2421 along the 1 st guide portion 2421 and vertically upward.

Next, as shown in E of fig. 152E, the drive control unit 2433 controls the drive unit 2432 to slide the 2 nd base plate 2413b to a position corresponding to the insertion layer, and thereafter, holds the 2 nd base plate 2413b for a predetermined period of time.

In addition, the express box 2408 may acquire information indicating that the package is not needed, that is, unnecessary package information, from a server, the package transfer device 10q, or the like. In this case, as shown in c of fig. 152F, the express box 2408 disposes the unnecessary goods in the space located at the 4 th floor of the express box 2408 so as not to accumulate the goods corresponding to the acquired unnecessary goods information. The unnecessary goods are the goods that are erroneously delivered, the goods that are canceled from being delivered, and the like. When the express box 2408 acquires the unnecessary information, the drive control unit 2433 controls the drive unit 2432 to lower the 3 rd base plate 2413c and the 1 st base plate 2413 a.

As shown in F of fig. 152E and d of fig. 152F, the drive control unit 2433 controls the drive unit 2432 to lower the 3 rd base plate 2413c from the 1 st layer to the 2 nd layer and lower the 1 st base plate 2413a from the 2 nd layer to the 4 th layer. Layer 4 is the bottom of the courier box 2408. Since the 1 st cargo K1 placed on the 1 st floor 2413a is an unnecessary cargo, the drive control unit 2433 lowers the 1 st floor 2413a to the 4 th floor above the bottom of the express box 2408.

Next, when a predetermined period of time, which is a period of time required for lowering the 3 rd base plate 2413c and the 1 st base plate 2413a, passes, the drive control unit 2433 controls the drive unit 2432 to slide along the 3 rd guide portion 2423 as an insertion layer, as shown in g and d of fig. 152E and 152F. At this time, the drive control unit 2433 controls the drive unit 2432 to slide the 2 nd base plate 2413b on the 3 rd guide part 2423 to the widthwise side surface part, i.e., the horizontal center part of the side surface part in the container 2411.

Next, as shown in h of fig. 152E, the drive control unit 2433 controls the drive unit 2432 to rotate the 2 nd base plate 2413b of the 1 st layer, thereby displacing the 2 nd base plate 2413b into a posture substantially parallel to the horizontal direction. Thus, the express box 2408 enters the state of i of fig. 152E.

Next, the 2 nd base plate 2413b descends from the 3 rd guide 2423 together with the mounting piece 2414, is disposed on the 1 st floor, and is in the state of j in fig. 152E.

Next, as shown in j of fig. 152E and E of fig. 152F, the cargo handling device 10q stops vertically above the express box 2408 so that the 3 rd cargo K3 is arranged vertically above the top opening 2411a of the express box 2408.

Then, the cargo handling device 10q starts the payout of the wire 51 to lower the 1 st thrust device 110 and the 3 rd cargo K3 of the cargo handling device 10 q. When the 3 rd cargo K3 is placed on the 2 nd floor 2413b as the 1 st floor of the express box 2408, the 1 st thrust device 110 disengages the 3 rd cargo K3.

Next, as shown in K of fig. 152E and F of fig. 152F, the 3 rd item K3 is placed on the 2 nd floor 2413b of the 1 st floor of the express box 2408. That is, the 3 rd item K3 is stored in the express box 2408.

As a result, as shown in l of fig. 152E and F of fig. 152F, the drive control unit 2433 acquires the mounting information from the sensor 2431, and controls the drive unit 2432 to rotate the 3 rd base plate 2413c of the 3 rd layer, thereby displacing the 3 rd base plate 2413c into a posture substantially parallel to the vertical direction. The subsequent operations are the same as those described above with reference to c of fig. 152E.

Working example 3

Fig. 152G is a diagram illustrating an example of the operation of the express box 2408 according to working example 3 of embodiment 14 viewed from the side.

In this working example, the operation in the case where the rotation shaft 2415 of the express box 2408 is formed at the end edges of each of the 1 st bottom plate 2413a, the 2 nd bottom plate 2413b, and the 3 rd bottom plate 2413c is exemplified. In this working example, the insertion layer, the following layer 1, the following layer 2, the following layer 3, and the following layer 4 are illustrated along the vertical direction from above to below. In addition, the position of the rotating base plate 2413 is layer 4.

In this working example, the same operations as in working example 1 are denoted by the same reference numerals, and description thereof is omitted as appropriate.

As shown in a of fig. 152G, in the express box 2408, the cargo handling device 10q stops vertically above the express box 2408 so that the 2 nd cargo K2 is arranged vertically above the top opening 2411a of the express box 2408.

Then, the cargo handling device 10q starts the payout of the wire 51 to lower the 1 st thrust device 110 and the 2 nd cargo K2 of the cargo handling device 10 q. When the 2 nd cargo K2 is placed on the 3 rd floor 2413c of the 1 st floor of the express box 2408, the 1 st thrust device 110 disengages the 2 nd cargo K2.

Next, as shown in b of fig. 152G, the 2 nd item K2 is placed on the 3 rd bottom plate 2413c of the 1 st floor of the express box 2408. Thereby, the sensor 2431 transmits the load information to the drive control unit 2433.

The drive control unit 2433 acquires the mounting information from the sensor 2431, and controls the drive unit 2432 to rotate the 2 nd base plate 2413b moved to the 4 th floor, thereby displacing the 2 nd base plate 2413b into a posture substantially parallel to the vertical direction.

Next, as shown in c of fig. 152G, the drive control unit 2433 controls the drive unit 2432 to slide the displaced 2 nd base plate 2413b along the 2 nd guide portion 2422 located at the 3 rd layer to move to the 1 st guide portion 2421.

Next, as shown in d of fig. 152G, the drive control unit 2433 controls the drive unit 2432 to slide the 2 nd base plate 2413b moved to the 1 st guide portion 2421 along the 1 st guide portion 2421 and vertically upward.

Next, as shown in e of fig. 152G, the drive control unit 2433 controls the drive unit 2432 to slide the 2 nd base plate 2413b to a position corresponding to the insertion layer, and thereafter, holds the 2 nd base plate 2413b for a predetermined period of time.

As shown in f of fig. 152G, the drive control unit 2433 controls the drive unit 2432 to lower the 3 rd base plate 2413c from the 1 st layer to the 2 nd layer and lower the 1 st base plate 2413a from the 2 nd layer to the 3 rd layer.

Next, when a predetermined period of time required for lowering the 3 rd base plate 2413c and the 1 st base plate 2413a has elapsed, the drive control unit 2433 controls the drive unit 2432 to slide along the 3 rd guide portion 2423 as an insertion layer as shown in G of fig. 152G. At this time, the drive control unit 2433 controls the drive unit 2432 to slide the 2 nd base plate 2413b on the 3 rd guide part 2423. In addition, bottom plate 1 2413a is lowered from layer 3 to layer 4.

Next, as shown in h of fig. 152G, the drive control unit 2433 controls the drive unit 2432 to rotate the 2 nd base plate 2413b of the 1 st layer, thereby displacing the 2 nd base plate 2413b into a posture substantially parallel to the horizontal direction. Thus, the express box 2408 enters the state of i of fig. 152G.

Next, the 2 nd base plate 2413b is lowered from the 3 rd guide part 2423 together with the mounting piece 2414, and is placed on the 1 st floor, and is in the state of j in fig. 152G.

Next, as shown in j of fig. 152G, the cargo handling device 10q stops vertically above the express box 2408 so that the 3 rd cargo K3 is arranged vertically above the top opening 2411a of the express box 2408.

Then, the cargo handling device 10q starts the payout of the wire 51 to lower the 1 st thrust device 110 and the 3 rd cargo K3 of the cargo handling device 10 q. When the 3 rd cargo K3 is placed on the 2 nd floor 2413b as the 1 st floor of the express box 2408, the 1 st thrust device 110 disengages the 3 rd cargo K3.

Next, as shown in k of fig. 152G, the 2 nd base plate 2413b is placed on the 3 rd base plate 2413c of the 1 st layer of the express box 2408. That is, the 3 rd item K3 is stored in the express box 2408. Accordingly, the subsequent operations are also similar to b of the above-described diagram 152G.

Working example 4

Fig. 152H is a diagram illustrating an example of the operation of the express box 2408 according to working example 4 of embodiment 14 when viewed from the side.

In this working example, the operation in the case where the express box 2408 uses the foldable base plate 2413 is illustrated as an example. In this working example, the 1 st layer, the 2 nd layer and the 3 rd layer are shown as examples along the vertical direction from the vertical upper side to the vertical lower side. In addition, the position of the rotating base plate 2413 is layer 3.

In this working example, the same operations as in working example 1 are denoted by the same reference numerals, and description thereof is omitted as appropriate.

As shown in a of fig. 152H, in the express box 2408, the cargo handling device 10q stops vertically above the express box 2408 so that the 2 nd cargo K2 is arranged vertically above the top opening 2411a of the express box 2408.

Then, the cargo handling device 10q starts the payout of the wire 51 to lower the 1 st thrust device 110 and the 2 nd cargo K2 of the cargo handling device 10 q. When the 2 nd cargo K2 is placed on the 3 rd floor 2413c of the 1 st floor of the express box 2408, the 1 st thrust device 110 disengages the 2 nd cargo K2.

Next, as shown in b of fig. 152H, the 2 nd item K2 is placed on the 3 rd bottom plate 2413c of the 1 st floor of the express box 2408. Thereby, the sensor 2431 transmits the load information to the drive control unit 2433.

The drive control unit 2433 acquires the mounting information from the sensor 2431, and controls the drive unit 2432 to rotate the 2 nd base plate 2413b moved to the 4 th floor, thereby displacing the 2 nd base plate 2413b into a posture substantially parallel to the vertical direction. Specifically, when the drive control unit 2433 controls the drive unit 2432 to rotate the 2 nd base plate 2413b about the rotation axis, the hinge provided at the central portion of the 2 nd base plate 2413b bends the same, and the same folds as shown in c of fig. 152H.

Next, as shown in c of fig. 152H, the drive control unit 2433 controls the drive unit 2432 to slide the 2 nd floor 2413b after displacement along the 2 nd guide 2422a located at the 3 rd floor, and moves the floor to the 1 st guide 2421.

Next, as shown in d of fig. 152H, the drive control unit 2433 controls the drive unit 2432 to slide the 2 nd base plate 2413b moved to the 1 st guide portion 2421 along the 1 st guide portion 2421 and vertically upward.

Next, as shown in e of fig. 152H, the drive control unit 2433 controls the drive unit 2432 to slide the 2 nd base plate 2413b to a position corresponding to the 1 st layer, and then holds the 2 nd base plate 2413b for a predetermined period of time.

As shown in f of fig. 152H, the drive control unit 2433 controls the drive unit 2432 to lower the 3 rd base plate 2413c from the 1 st layer to the 2 nd layer and lower the 1 st base plate 2413a from the 2 nd layer to the 3 rd layer.

Next, a predetermined period is a period required for lowering the 3 rd floor 2413c and the 1 st floor 2413 a.

Next, as shown in g of fig. 152H, the drive control unit 2433 controls the drive unit 2432 to expand the 2 nd base plate 2413b in the folded state. The driving unit 2432 rotates only the 2 nd base plate 2413b about the rotation axis 2415, and the 2 nd base plate 2413b is unfolded on the 1 st floor by the 3 rd guide part 2423a, and is displaced into a posture substantially parallel to the horizontal direction. Thus, the 2 nd base plate 2413b is in the state of H of fig. 152H.

Next, as shown in i of fig. 152H, the drive control unit 2433 controls the drive unit 2432 to lock the 2 nd base plate 2413b so as not to be displaced.

Next, as shown in j of fig. 152H, the cargo handling device 10q stops vertically above the express box 2408 so that the 3 rd cargo K3 is arranged vertically above the top opening 2411a of the express box 2408.

Then, the cargo handling device 10q starts the payout of the wire 51 to lower the 1 st thrust device 110 and the 3 rd cargo K3 of the cargo handling device 10 q. When the 3 rd cargo K3 is placed on the 2 nd floor 2413b as the 1 st floor of the express box 2408, the 1 st thrust device 110 disengages the 3 rd cargo K3.

Next, as shown in K of fig. 152H, the 3 rd item K3 is placed on the 2 nd floor 2413b of the 1 st floor of the express box 2408. That is, the 3 rd item K3 is stored in the express box 2408. Thus, the subsequent operations are also similar to b of the above-described diagram 152H.

(modification of embodiment 14)

Fig. 152I is a diagram illustrating an example of the operation of the express box 2408a according to the modification of embodiment 14 when viewed from the side.

Hereinafter, as shown in fig. 152I, the basic configuration of the cargo-moving device in this modification is the same as that of the cargo-moving device according to embodiment 14 or the like. The express box according to the present modification differs from the express box according to embodiment 14 and the like in that a plurality of cargoes can be accommodated in the box 2453 after being moved in the vertical direction, and the basic configuration of the express box 2408a according to the present modification is the same as that of the express box according to embodiment 1 and the like. Therefore, the basic components of the cargo handling device 10q and the express box 2408a in this modification are denoted by the same reference numerals as those described above, and the description thereof is omitted appropriately. In this modification, the lifting system, the unmanned aerial vehicle, and the like according to embodiments other than embodiment 1 may be used.

The express box 2408a of the modification is an elevator, and can move the car 2451 in the vertical direction in the elevator shaft 2452. The express box 2408a includes a car 2451 for accommodating a load, a lifting path 2452 for lifting and lowering the car 2451, and a box 2453 for accommodating the load.

The car 2451 is a bottomed container having an open top surface, and can house cargo from the top surface opening 2411 a.

The car 2451 is lifted and lowered by controlling the driving unit 2432 by the driving control unit 2433. The driving portion 2432 includes slings, balance weights, winches, pulleys, and the like. The car 2451 moves in the vertical direction by being guided by a guide rail provided in the elevator shaft 2452 when it is lifted.

A carry-out opening 2451a for carrying the cargo into the interior of the box 2453 is formed in the car 2451. The car 2451 has a carry-out door 2451b capable of opening and closing the carry-out opening 2451a. The carrying-out door 2451b can open and close a carrying-out opening 2451a for carrying out the load. The carry-out door 2451b can be opened and closed by controlling a door driving unit 2451c provided in the car 2451 by a driving control unit 2433.

In addition, the car 2451 has a pin 2456. The pin 2456 is disposed at the bottom of the car 2451. The pin 2456 protrudes or retreats by the pin driving part 2455d mounted on the box 2453. The pins 2456 press the loading door 2454b covering the loading opening 2453a of the elevation passage 2452 in a protruding state, thereby sliding the loading door 2454b and opening the loading opening 2453a. That is, the pin 2456 is provided on the bottom of the car 2451 on the side of the loading door 2454b of the lifting path 2452. In the retracted state, the pins 2456 do not press the carry-in door 2454b covering the carry-in opening 2453a of the lift path 2452.

The car 2451 is provided with a carry-out device 2455 capable of pushing out the goods stored therein from the carry-out opening 2451a to the outside. The carry-out device 2455 pushes out the cargo inside the box 2453 so that the carry-out opening 2451a communicates with the carry-in opening 2453a of the box 2453. Specifically, the carrying-out device 2455 includes an arm 2455a, a push-out plate 2455b, and a push-out driving unit 2455c that can expand and contract. In the carry-out device 2455, the drive control unit 2433 controls the push-out drive unit 2455c so that the arm 2455a extends and the push-out plate 2455b presses the load, whereby the push-out plate 2455b can push out the load. When the pushing out of the load is completed, the pushing out driving portion 2455c is controlled by the driving control portion 2433, the arm 2455a is contracted, and the pushing out plate 2455b is pulled back to the vicinity of the side wall inside the car 2451.

The lifting passage 2452 is a case extending in the vertical direction, and can accommodate the car 2451 therein. The elevator shaft 2452 moves the car 2451 in the vertical direction via the guide rail.

A top surface opening 2411a through which the article passes is formed in a top surface portion vertically above the elevation passage 2452. The elevation passage 2452 has an upper cover 2452a. The upper cover 2452a is provided at a top surface portion of the elevating path 2452 and can open and close the top surface opening 2411a so as to put goods into the space from the top surface opening 2411a. The upper cover 2452a covers the top opening 2411a when closed and opens the top opening 2411a when opened.

The car 2451 is pressed vertically upward by a force that moves vertically upward, and the upper cover 2452a rotates to open the top opening 2411a. When the car 2451 is not pressed by moving vertically downward, the upper cover 2452a is pivoted by the spring hinge and closes the top surface opening 2411a. That is, the spring hinge is forced such that the upper cover 2452a closes the top surface opening 2411a.

The upper cover 2452a is opened outward from the elevating path 2452, but may be opened inward in the space. The upper cover 2452a is not limited to one-sided opening, and may be double-sided opening.

Further, a loading opening 2453a through which the load can be loaded is formed in a side surface portion of the elevation passage 2452. The elevation passage 2452 has a carry-in door 2454b capable of opening and closing the carry-in opening 2453a. The carrying-in opening 2453a of the present embodiment is formed in plurality in the vertical direction in the elevation passage 2452. Therefore, the lift path 2452 of the present embodiment has a plurality of carry-in doors 2454b.

The loading door 2454b is provided on a side surface of the elevator shaft 2452, and can open and close the loading opening 2453a by moving in the vertical direction in order to load the load of the car 2451 moving in the elevator shaft 2452 from the loading opening 2453a. The loading door 2454b is pushed down by the pin 2456 of the car 2451 and slides vertically downward, thereby opening the loading opening 2453a. When the pin 2456 of the car 2451 is released from depression, the loading door 2454b slides vertically upward to close the loading opening 2453a by the force of the spring. That is, the spring biases the carry-in door 2454 so that the carry-in door 2454b closes the carry-in opening 2453a.

In addition, a plurality of tanks 2453 are coupled to the plurality of carry-in openings 2453a in a one-to-one correspondence. Specifically, the plurality of tanks 2453 are connected to the elevation passage 2452. The plurality of tanks 2453 are arranged along the vertical direction so as to correspond one-to-one to the plurality of carry-in openings 2453a in the elevation passage 2452.

The plurality of tanks 2453 are formed with respective take-out openings 2453d through which the cargo can be taken out. The plurality of tanks 2453 each have a removal door 2453e capable of opening and closing the removal opening 2453d.

The take-out door 2453e is provided on a side surface portion of the tank 2453, and can open and close the take-out opening 2453d to take out the cargo disposed in the internal space from the take-out opening 2453d. The take-out door 2453e covers the take-out opening 2453d when closed and opens the take-out opening 2453d when opened.

Working examples

As shown in fig. 152I, in the express box 2408a of the present working example, four side openings 2412a are formed in the elevation path 2452. In addition, the express box 2408a has four carry-in doors 2454b and four boxes 2453 covering four side openings 2412a. In this working example, it is assumed that the cargo is stored in the 1 st floor box 2453 from above vertically, and the cargo is to be placed in the 2 nd floor box 2453 from above vertically.

First, as shown in a of fig. 152I, the drive control unit 2433 of the express box 2408a controls the drive unit 2432 so that the car 2451 moves vertically upward before the cargo handling device 10q reaches vertically upward of the elevation path 2452. Thereby, the car 2451 moves vertically upward and contacts the upper cover 2452a of the elevator shaft 2452. For example, the drive control unit 2433 acquires position information of the cargo handling device 10q from the cargo handling device 10q or acquires an arrival advance notice signal for advance notice of arrival, and controls the drive unit 2432 so that the car 2451 moves vertically upward when the cargo handling device 10q arrives.

Next, as shown in b of fig. 152I, the drive control unit 2433 controls the drive unit 2432 to further move the car 2451 vertically upward. Thus, the car 2451 presses the upper cover 2452a vertically upward, thereby rotating the upper cover 2452a to open the top opening 2411a.

Next, as shown in c of fig. 152I, the drive control unit 2433 controls the drive unit 2432 to move the car 2451 to the upper end of the elevator shaft 2452. As a result, the upper cover 2452a is pressed vertically upward by the force of the vertically upward movement of the car 2451, and the upper cover 2452a is rotated, so that the top opening 2411a is completely opened. Then, the cargo conveyance apparatus 10q reaches or has reached the vertically upper side of the top surface opening 2411a. Accordingly, the cargo handling device 10q lowers the cargo by extending the wire, and stores the cargo in the car 2451.

Next, as shown in d of fig. 152I, when the cargo is stored in the car 2451, the drive control unit 2433 controls the drive unit 2432 to move the car 2451 vertically downward. As a result, the car 2451 moves vertically downward, so that the upper cover 2452a is released from the pressing, and the upper cover 2452a is pivoted by the spring hinge, so that the upper cover 2452a closes the top surface opening 2411a as shown in e of fig. 152I.

As shown in e of fig. 152I, the drive control unit 2433 controls the pin driving unit 2455d to protrude the pin 2456. Specifically, the drive control unit 2433 projects the pin 2456 so that the pin 2456 is positioned between the carry-in door 2454b of the layer 1 tank 2453 and the carry-in door 2454b of the layer 2 tank 2453.

Next, as shown in f of fig. 152I, in order to place the load in the 2 nd floor of the tank 2453 from the vertically upward direction, the drive control unit 2433 controls the drive unit 2432 to move the car 2451 to a position where the carry-in opening 2453a of the 2 nd floor of the tank 2453 and the carry-out opening 2451a of the car 2451 face each other, thereby stopping the car 2451. At this time, the pin 2456 presses the loading door 2454b of the floor 2 box 2453, the car 2451 moves vertically downward, and the loading door 2454b slides vertically downward. At this time, the loading door 2454b of the 2 nd layer is disposed in a state of being accommodated inside the loading door 2454b of the 3 rd layer. That is, the upper end of the carry-in door 2454b is opened, and a hollow is formed therein. The loading door 2454b may be a flat plate, and in this case, may overlap with the loading door 2454b of the 3 rd layer.

Thereby, the carry-in opening 2453a is opened. That is, the carry-in and carry-out openings 2453a are communicated with each other.

Next, as shown in g of fig. 152I, the carry-out device 2455 communicates the carry-out opening 2451a with the carry-in opening 2453a of the box 2453, and pushes out the load of the car 2451 so as to be accommodated in the box 2453. Specifically, the drive control unit 2433 controls the push-out drive unit 2455c to extend the arm 2455a and to press the cargo by the push-out plate 2455 b. Thereby, the cargo moves from the car 2451 into the box 2453 through the carry-out opening 2451a and the carry-in opening 2453a.

Then, as shown in h of fig. 152I, when pushing out the cargo ends and the cargo is disposed inside the tank 2453, the drive control section 2433 retracts the arm 2455a by controlling the push-out drive section 2455c, and pulls the push-out plate 2455b back to the vicinity of the side wall inside the car 2451. Further, the drive control section 2433 pulls the pin 2456 back by controlling the pin drive section 2455 d. The carry-in door 2454b slides vertically upward so that the carry-in opening 2453a is closed by the force of the spring. Thereby, the carry-in opening 2453a is closed by the carry-in door 2454 b. The drive control unit 2433 controls the door drive unit 2451c to close the carry-out opening 2451a with the carry-out door 2451 b. Thereby, the carry-out opening 2451a is closed by the carry-out door 2451 b.

As described above, in this modification, the car 2451 of the express box 2408a is lifted and lowered in the vertical direction like an elevator, so that the load can be carried into each room.

The express box 2408a of the present modification determines which box 2453 the cargoes received in the car 2451 are accommodated in. The drive control unit 2433 of the express box 2408a can confirm the empty status of the box 2453 and prioritize the upper box 2453 or the lower box 2453 to store the goods.

Further, some of the boxes 2453 provided in the plurality of boxes 2453 of the express box 2408a of the present modification may have a refrigerating function or/and a freezing function. In this case, the express box 2408a may acquire storage temperature information indicating whether or not the cargo received from the cargo handling device 10q needs to be stored in any one of a normal temperature, a refrigerated storage, and a frozen state, from a management system that manages the cargo handling device 10q, the delivery of the cargo handling device 10q, and the like. The express box 2408a obtains storage temperature information of the cargo, and stores the information in one of a normal temperature box, a refrigerated box, and a frozen box so as to correspond to the temperature indicated by the storage temperature information of the cargo.

Embodiment 15

Fig. 153A is a block diagram of autonomous traveling case 2408b and operation management system 2400 according to embodiment 15. Fig. 153B is a front view illustrating a case of autonomous traveling case 2408B according to embodiment 15 as seen from the front. Fig. 153C is a side view illustrating an autonomous traveling case 2408b according to embodiment 15 as seen from the side.

As shown in fig. 153B and 153C, the basic configuration of the cargo transferring device 10q in the present embodiment is the same as that of the unmanned aerial vehicle of embodiment 1 or the like, and the basic configuration of the cargo transferring device 10q of embodiment 12 or the like. The autonomous traveling case 2408b of the present embodiment is different from embodiment 14 and the like in that it is capable of traveling, but the basic configuration of the autonomous traveling case 2408b is the same as that of the express case of embodiment 1 and the like. Therefore, the same reference numerals as described above are given to the basic components of the cargo transferring device 10q and the autonomous traveling case 2408b in the present embodiment, and the description thereof is omitted appropriately. In this embodiment, the lifting system, the unmanned aerial vehicle, or the like according to embodiments other than embodiment 1 may be used.

Autonomous travel container 2408b is a UGV (Unmanned Ground Vehicle ) capable of autonomous travel. Further, the autonomous traveling case 2408b accommodates a plurality of cargoes. That is, the autonomous traveling case 2408b can house a plurality of cargoes of different express delivery recipients. Thus, the autonomous traveling case 2408b can deliver goods to various sites of different express delivery recipients. Autonomous traveling case 2408b is an example of an express case.

The autonomous traveling case 2408b is housed in the case 2460 of the express delivery recipient. The housing 2460 is open vertically upward and can receive the cargo transported by the cargo transporting device 10 q. An opening 2461 and a bottom 2462, which allow the autonomous traveling case 2408b to enter and exit, are formed in the housing 2460. A front door 2463 is provided in the opening 2461. The front door 2463 is movable in the vertical direction. When the autonomous traveling case 2408b mounts a load and the autonomous traveling case 2408b delivers the load to a destination, the front door 2463 of the housing 2460 moves vertically upward and the opening 2461 of the housing 2460 is opened. When the autonomous traveling case 2408b finishes dispensing the cargo, the front door 2463 of the housing 2460 moves vertically upward, and the opening 2461 of the housing 2460 is opened. When the autonomous traveling case 2408b starts from or returns to the housing 2460, the front door 2463 of the housing 2460 moves vertically downward, and the opening 2461 of the housing 2460 is closed. A bottom 2462 on which the autonomous traveling case 2408b can be placed is formed on the housing 2460. The bottom 2462 is a bottom plate having a thickness of around a few centimeters. Accordingly, the bottom 2462 has a slope 2462a that guides toward the opening 2461. The housing 2460 is an example of an express box.

The autonomous traveling case 2408b stands by in the case 2460, and opens the upper cover 2471 covering the top opening 2460k when the cargo handling device 10q is handling the cargo. Thereby, the autonomous traveling case 2408b accommodates the cargo. The autonomous traveling case 2408b opens or closes the top opening 2460k according to an instruction (open support or closed instruction) of the operation management system 2400 and/or the cargo handling device 10 q.

The operation management system 2400 performs operation management of the cargo handling device 10 q. Specifically, the operation management system 2400 manages the movement route, the travel speed, the delivery order of the goods, and the like based on the position information of the delivery recipient, the arrival scheduled time of the delivery recipient, the position information of the delivery sender, the delivery start time of the delivery sender, and the like. The operation management system 2400 may be mounted on the cargo handling device 10q, or may be mounted on a management server that manages the autonomous traveling case 2408b, the cargo handling device 10q, and the like.

In addition, in the case where there is no empty space condition inside the autonomous traveling case 2408b, even if the cargo is distributed, the autonomous traveling case 2408b cannot store the cargo, and therefore the autonomous traveling case 2408b transmits the empty space condition inside to the operation management system 2400.

The dimensions of the housing 2460 and the autonomous traveling case 2408b will be described herein.

The housing 2460 has a height of 2100 (mm) and a transverse width of 1200 (mm). The height of the opening 2461 is 850 (mm), and the lateral width thereof is 1000 (mm). The inner dimension of the container 2470 of the autonomous traveling case 2408b is 50 (cm), the outer dimension of the container 2470 is 55 (cm), and the lateral width of the autonomous traveling case 2408b is 60 (cm). In addition, the length of the upper cover 2471 is 25 (cm). In addition, the length of the inclined surface 2462a is 10 (cm). The dimensions of the housing 2460 and the autonomous traveling case 2408b are merely examples, and are not limited to the disclosed dimensions.

As shown in fig. 153A to 153C, the autonomous traveling case 2408b includes a container 2470, an upper cover 2471, an acquisition unit 2475, a driving unit 2477, a drive control unit 2478, and a movement mechanism 2479.

The container 2470 divides a space for storing goods. The container 2470 is a housing that stores goods. The container 2470 has a rectangular parallelepiped shape, but may have any shape as long as it can store goods. A top surface opening 2460k covered by closing the upper cover 2471 is formed in a top surface portion of the container 2470 vertically above.

The upper cover 2471 is provided on a top surface portion of the container 2470 and can open and close the top surface opening 2460k to put goods into the space from the top surface opening 2460k. The upper cover 2471 covers the top opening 2460k when closed and opens the top opening 2460k when opened. The upper cover 2471 is held rotatably about a predetermined axis with respect to the container 2470.

The obtaining unit 2475 can obtain an opening instruction or a closing instruction, which is an instruction to open or close the upper cover 2471, from the operation management system 2400 and/or the cargo handling device 10 q. The acquiring unit 2475 may be a cargo conveyance device 10q that is located vertically above the autonomous traveling case 2408b or a camera sensor that can detect cargo. In this case, the acquisition unit 2475 may output the detection result to the drive control unit 2478.

In the present embodiment, since the top surface opening 2460k of the autonomous traveling case 2408b is square in shape, the upper covers 2471 are provided on four sides, respectively. The upper cover 2471 may be provided with 3 or less or 5 or more pieces of the autonomous traveling case 2408 b.

When the acquiring unit 2475 acquires the opening instruction, or when the acquiring unit 2475 detects the cargo handling device 10q or the cargo, the drive control unit 2478 can open the upper cover 2471 by controlling the drive unit 2477.

The driving unit 2477 is an actuator configured by gears, belts, or the like. The driving unit 2477 can rotate the plurality of upper covers 2471.

The movement mechanism 2479 is configured by wheels, a wheel drive unit, an ECU, and the like. The wheels are disposed in a container 2470. The ECU can rotate the wheels by controlling the wheel driving portion. The ECU can run the autonomous running box 2408b based on the map information on which the delivery recipient is mapped.

Working examples

Fig. 154 is a flowchart illustrating an operation of the autonomous traveling case 2408b according to embodiment 15.

First, the cargo handling device 10q flies vertically above the autonomous traveling case 2408b, which is the delivery recipient, and reaches vertically above the autonomous traveling case 2408b (S2401).

Then, the operation management system 2400 confirms, with respect to the autonomous traveling case 2408b of the delivery recipient who delivers the cargo by the cargo handling device 10q, whether the autonomous traveling case 2408b is in a state where the cargo can be collected (S2402).

That is, the operation management system 2400 determines whether the autonomous traveling case 2408b is ready to collect the cargo (S2403). Specifically, the operation management system 2400 obtains information indicating whether or not the empty space condition inside the package can be accommodated from the autonomous traveling case 2408b of the delivery recipient. The operation control system 2400 determines whether there is a free space capable of storing goods in the interior of the autonomous traveling case 2408b of the delivery recipient based on the information indicating the free space condition.

When operation management system 2400 determines that autonomous traveling case 2408b is not ready to collect the cargo (no in S2403), operation management system 2400 waits for a predetermined period of time in cargo handling device 10q (S2409), and the process returns to step S2402.

On the other hand, when the operation management system 2400 determines that the autonomous traveling case 2408b is ready to collect the goods (yes in S2403), the operation management system 2400 transmits an open instruction to the autonomous traveling case 2408b of the delivery recipient.

Next, when receiving the opening instruction from the operation management system 2400, the autonomous traveling case 2408b opens the top opening 2460k by opening the upper cover 2471 (S2404). At this time, as shown in fig. 153B and 153C, the upper cover 2471 is opened in four directions centering on the top surface opening 2460k. Therefore, the upper cover 2471 can block the gap between the container 2470 of the autonomous traveling case 2408b and the housing 2460 in a posture in which it is obliquely raised from the top surface opening 2460k to the housing 2460. That is, in the case where the cargo-handling device 10q lowers the cargo with respect to the autonomous traveling case 2408b, the upper cover 2471 can guide the cargo to the top-surface opening 2460k.

For example, as shown by the broken line in fig. 153C, even if the cargo deviates from the top surface opening 2460k of the autonomous traveling case 2408b, the cargo is guided to the upper cover 2471 by abutting against the upper cover 2471. In addition, even if the cargo hangs on the upper cover 2471, the cargo handling device 10q moves the cargo by winding or paying out the wire up and down by cm, so that the cargo is smoothly guided to the upper cover 2471, and therefore, the cargo can be stored in the autonomous traveling case 2408b more reliably.

Next, the operation management system 2400 transmits a cargo-descending instruction to the cargo-handling device 10q that arrives at the delivery destination. Thereby, the cargo-handling device 10q lowers the cargo and stores the cargo in the autonomous traveling case 2408b (S2405).

Next, after the cargo is stored in the autonomous traveling case 2408b, the cargo handling device 10q transmits a storage completion report to the operation management system 2400 (S2406).

Next, when receiving the storage completion report from the cargo handling device 10q, the operation management system 2400 transmits a closing instruction to the autonomous traveling case 2408b of the delivery recipient. Thus, when receiving the closing instruction from the operation management system 2400, the autonomous traveling case 2408b closes the top opening 2460k by closing the upper cover 2471 (S2407).

Next, the operation management system 2400 transmits an open instruction of the front door 2463 to the case 2460, and transmits a delivery instruction to the autonomous traveling case 2408 b. The housing 2460 opens the front door 2463 according to the instruction of the operation management system 2400 (S2408). Thereby, the opening 2461 of the front door 2463 is opened. The autonomous traveling case 2408b starts moving toward the delivery recipient by receiving the delivery instruction from the operation management system 2400.

In this working example, the instruction from the operation management system 2400 is acquired, but the instruction may be acquired from the cargo handling device 10 q.

Embodiment 16

Fig. 155 is a diagram illustrating a relationship between a cargo handling device 10q and an electric wire according to embodiment 16.

Hereinafter, as shown in fig. 155, the basic configuration of the cargo transferring device 10q of the present embodiment is the same as that of the unmanned aerial vehicle of embodiment 1 or the like, and is the same as that of the cargo transferring device of embodiment 12 or the like, and therefore, the same reference numerals as those described above are given to the basic configuration of the cargo transferring device 10q of the present embodiment, and the description thereof is omitted appropriately. In addition, the cargo transferring device 10q of the present embodiment is different from embodiment 1 in that the state of the electric wire can be checked. In this embodiment, the lifting system, the unmanned aerial vehicle, or the like according to embodiments other than embodiment 1 may be used.

The cargo transferring device 10q includes a camera sensor 45 and a processing unit in addition to a body main body, a communication unit, a battery, a storage unit, and the like.

The camera sensor 45 is an imaging device provided in the cargo handling device 10q and capable of imaging the electric wire disposed along the guide rail 7. The camera sensor 45 captures an image of the electric wire, and outputs the captured image, that is, image information, to the processing unit. For example, the image information contains information indicating the relative position (distance) of the electric wire and the camera sensor 45, and the like. The camera sensor 45 may be, for example, a Time-of-Flight (TOF) camera, a range sensor, or the like.

The processing unit determines whether or not the wire is degraded based on the image information acquired from the camera sensor 45. Degradation refers to breakage, etc. of the wire. The processing unit stores, in the storage unit, information indicating a degradation position when the electric wire has degraded and image information corresponding to the degradation position in association with each other based on the image information. The processing unit may transmit information indicating the degradation position and image information corresponding to the degradation position to the operation management system via the communication unit.

The processing unit calculates the amount of deflection of the rail 7 when the load carrying device 10q loaded with the load runs on the rail 7.

Specifically, as shown in fig. 155, a guide rail 7 and an electric wire are respectively provided on two adjacent utility poles. At this time, the wire length is L1, the wire height is h3, the height of the rail 7 is h1, and the horizontal tension of the rail 7 is T (N). The weight of the load is denoted by W1, and the weight of the load carrying device 10q is denoted by W2.

At this time, the deflection amount is used

x＝(W1+W2)×L1 ² /8T (1)

To represent.

The processing unit can accurately calculate the distance from the camera sensor 45 to the electric wire by calculating the deflection amount using the above equation (1). Therefore, the processing section corrects the focal point of the camera sensor 45 according to the distance from the camera sensor 45 to the electric wire, and causes the camera sensor 45 to image the electric wire. Since the weights W1 and W2 are displaced according to the weight of the cargo or the type of the cargo handling device 10q, the processing unit calculates the deflection amount of the rail 7 each time the cargo handling device 10q runs on the rail 7, corrects the focus of the camera sensor 45, and causes the camera sensor 45 to image the electric wire. Thus, the electric wire can be clearly imaged, and thus the manager of the electric wire can accurately grasp the state of the electric wire.

In addition, at least one of the wire length L1, the wire height h3, the height h1 of the rail 7, and the horizontal tension T of the rail 7 may not be accurately obtained.

In this case, the cargo transferring device 10q may include a height sensor and a distance sensor. The height sensor is capable of measuring the distance from the load-carrying device 10q to the ground surface. Further, the distance sensor is capable of determining a distance from the distance sensor to the utility pole. The cargo handling device 10q can acquire the floor height h4 from the ground surface to the cargo from the height sensor. The cargo handling device 10q can acquire the distance L2 from the utility pole to the distance sensor from the distance sensor.

The processing unit may estimate the deflection from the distance L2 and the floor height h4. The processing unit may estimate the wire length L1 based on the travel speed of the cargo handling device 10q and the distance L2. The processing unit may calculate the horizontal tension T using the above formula (1) based on the estimated wire length L1, the deflection x, and the weights W1 and W2.

The processing unit may search for an optimal focal length by imaging the electric wire by changing the focal length each time the cargo handling device 10q travels on the rail 7. The processing section may also calculate the height h3 of the wire if the optimum focal length can be searched.

Embodiment 17

Fig. 156A is a front view of a dispenser box 2408c according to embodiment 17. Fig. 156B is a side view illustrating a dispenser box 2408c according to embodiment 17. Fig. 156C is a diagram illustrating a top surface of the dispenser box 2408C according to embodiment 17.

Hereinafter, as shown in fig. 156A, 156B, and 156C, the basic configuration of the cargo transferring device 10q of the present embodiment is the same as that of the unmanned aerial vehicle of embodiment 1 or the like, and is the same as that of the cargo transferring device of embodiment 12 or the like, and therefore, the same reference numerals as those described above are given to the basic configuration of the cargo transferring device 10q of the present embodiment, and the description thereof is omitted appropriately. In addition, the distribution box 2408c of the present embodiment is different from embodiment 1 in that the cargo is divided into a plurality of areas and the like. In this embodiment, the lifting system, the unmanned aerial vehicle, or the like according to embodiments other than embodiment 1 may be used.

The dispenser box 2408c can house a plurality of cargoes. The inside of the dispenser box 2408c is partitioned into a plurality of spaces by a plurality of partitions. That is, the dispenser box 2408c is provided with a plurality of racks 2481 (rooms). The delivery box 2408c is an example of an express box.

Among the plurality of shelves 2481, a user can utilize one shelf 2481 for one express delivery recipient. That is, the user cannot configure a plurality of cargoes of different express recipients on one shelf 2481.

In the distribution box 2408c of fig. 156A, three-layered racks 2481 are formed in the up-down direction. The dispatch period is set to be different according to each layer. For example, the dispatch period is set to 10 to 12 points on the shelf 2481 of the 1 st floor. In addition, the dispatch period is set to 12 to 14 points on the shelf 2481 of the next layer 2. In addition, the dispatch period is set to 14 to 16 points on the shelf 2481 of the 3 rd layer next to the dispatch period.

Further, six racks 2481 are provided on each of the 1 st, 2 nd, and 3 rd layers, and are arranged in the left-right direction. The 1 st layer, the 2 nd layer and the 3 rd layer are respectively provided with a shelf at normal temperature, a shelf capable of accommodating goods to be refrigerated and a shelf capable of accommodating goods to be frozen.

The number of layers of the racks 2481 in the delivery box 2408c and the number of racks 2481 in the lateral direction in the delivery period disclosed in the present embodiment are only examples, and are not limited to the present embodiment.

The plurality of shelves 2481 are provided with doors, not shown, respectively. A QR code (registered trademark) capable of recognizing the shelf 2481 is attached to the door. The information indicated by the QR code attached to the shelf 2481, that is, shelf information includes an identifier of the shelf 2481, the position of the shelf 2481 in the distribution box 2408c, the management temperature (normal temperature, cold storage, freezing) of the shelf 2481, and the like. The shelves 2481 at the management temperature for refrigeration are shown with hatched lines, and the shelves 2481 at the management temperature for freezing are shown with hatched lines with thin hatched lines.

In addition, the goods are also given QR codes. The information indicated by the QR code attached to the goods, that is, the goods information is the content of the goods, the address of the delivery recipient, the delivery period, and the like.

When a user delivers a product, product information of a QR code attached to the product to be delivered and shelf information of a QR code attached to a shelf 2481 storing the product to be delivered are associated with each other.

In this way, the user terminal device stores the goods in the shelf 2481 of the delivery box 2408c, and requests the operation management system to deliver the goods. At this time, the terminal device transmits the express time period, the goods information, the shelf information, and the like. The operation management system dispatches the cargo handling device 10q to the delivery box 2408c having the delivery request to pick up the cargo. Thereby, the cargo transferring device 10q reaches the vertically upper side of the delivery box 2408 c. The cargo handling device 10q lowers the pushing device of the cargo handling device 10q from the opening 2482 formed in the top surface of the delivery box 2408c, and takes out the cargo that has been requested to be delivered from the delivery box 2408 c. Specifically, when the user dispenses the cargo, the cargo information of the QR code attached to the cargo to be dispensed is associated with the shelf information of the QR code of the shelf 2481, and thus the cargo handling device 10q acquires these pieces of information from the operation management system and stops vertically above the opening 2482 where the cargo requested to be dispensed can be taken out.

Working examples

Fig. 157 is a flowchart illustrating an operation of the dispenser box 2408c according to embodiment 17.

First, when the cargo is to be delivered, the user associates the QR code attached to the cargo with the QR code attached to the shelf 2481 of the delivery box 2408c in which the cargo is to be stored (S2411). At this time, the terminal device may be caused to read these QR codes, thereby associating them. Further, the distribution boxes 2408c may be associated by having them read the QR code attached to the goods. In this way, when the cargo is stored in the delivery box 2408c, the cargo information of the cargo to be delivered is associated with the shelf information of the shelf 2481 storing the cargo to be delivered. In addition, the QR code attached to the goods is attached to the goods by the user when the user dispenses the goods.

Next, the operation management system refers to the cargo information and the shelf information in the delivery box 2408c associated with all the cargoes to be delivered stored in the delivery box 2408 c. The operation management system calculates the order in which the goods are delivered so as to be able to catch up with the dispatch period shown by the goods information of the respective goods to be delivered (S2412).

Then, the operation management system determines whether or not a desire to change the dispatch period of the goods from the user is received (S2413).

When the operation management system determines that the desire to change the dispatch period of the goods from the user is received (yes in S2413), the operation management system recalculates the order in which the goods are delivered so as to be able to catch up with the dispatch period shown by the goods information of each of the goods to be delivered. The operation management system transmits an instruction to the cargo handling device 10q to deliver the cargo in the recalculated order rather than in the originally scheduled delivery order. Thereby, the cargo handling device 10q dispenses the cargos in the recalculated order (S2414).

When the operation management system determines that the desire to change the dispatch period of the cargo has not been received from the user (no in S2413), the operation management system transmits an instruction to dispatch the cargo in accordance with the originally scheduled dispatch order to the cargo handling device 10 q. Accordingly, the cargo handling device 10q delivers the cargo in the order of delivery specified at the beginning (S2415).

In this way, even when there is a desire to change the dispatch period of the goods from the user, the operation management system can recalculate the order of delivering the goods for all the goods stored in the delivery box 2408c because the goods information is associated with the shelf information. Thereby, the order of delivering the goods can be optimized. For example, in the case of a store, the cargo handling device 10q can automatically collect the cargo by only the store clerk storing the cargo in the delivery box 2408c, and the cargo handling device 10q is delivered to the delivery recipient in an optimized order.

Embodiment 18

Hereinafter, since the basic configuration of the cargo transferring device 10q of the present embodiment is the same as that of the unmanned aerial vehicle of embodiment 1 and the like, and the basic configuration of the cargo transferring device of embodiment 12 and the like, the same reference numerals as those described above are given to the basic configuration of the cargo transferring device 10q of the present embodiment, and the description thereof is omitted appropriately. The operation management system of the present embodiment is different from that of embodiment 1 in the point of calculating a dispatchable frame. In this embodiment, the lifting system, the unmanned aerial vehicle, or the like according to embodiments other than embodiment 1 may be used.

Working example 1

Fig. 158 is a diagram illustrating a map including a user's home and a vending machine 2408d existing around the user's home in embodiment 18. Fig. 159A is a flowchart illustrating an operation of the delivery service management system according to embodiment 18.

In this working example, the following is assumed: when the cargo handling device 10q delivers cargo to each of the delivery boxes existing around the user, the cargo is delivered in the dispatchable time frame of the delivery box. In this working example, a vending machine 2408d is used as an example of the express box.

First, a user starts an application of the delivery service management system using a terminal device.

Next, the delivery service management system searches for the delivery reservation status of each vending machine 2408d around the user. For example, as shown in fig. 158, vending machines 2408d existing around the user's own home are searched, and the dispatch reservation status of each searched vending machine 2408d from a plurality of users is searched. As shown in fig. 158 and 159A, the delivery service management system derives a dispatchable timeframe reserved by a plurality of users for all the vending machines 2408d retrieved (S2421).

Next, the delivery service management system searches for past congestion conditions in the respective vending machines 2408d around the user. The delivery service management system calculates a charge period based on the retrieved past congestion status (S2422). The term of collection is a term during which a commodity ordered by a user can be collected within a predetermined period from the time point of delivery when the commodity is delivered to the vending machine 2408 d.

As shown in fig. 158, for example, if the average operation rate of the vending machine 2408d per hour is 70% or more in the past congestion condition, the collection period is set to 15 minutes. Further, if the average operation rate of the vending machine 2408d per hour is 40% or more and less than 70%, the collection period is set to 30 minutes. Further, if the average operation rate of the vending machine 2408d per hour is less than 40%, the collection period is set to 1 hour. The above-mentioned numerical values are merely examples of the duty ratio of the average operation rate and the charge period for the duty ratio, and are not limited to the disclosed numerical values. Therefore, the duty ratio of the operation rate and the charge period for the duty ratio can be appropriately set and changed. Further, the average operation rate shows a ratio of the time when the vending machine 2408d is full to the business hours for performing the dispensing service.

Next, as shown in fig. 159A, the delivery service management system displays the dispatchable frame of each vending machine 2408d on the application of the delivery service management system (S2423). Specifically, as shown in fig. 158, the distribution service management system displays, as a dispatchable frame, a table composed of a dispatchable time frame, a collection period, a flag (circle, cross) of whether dispatch is possible, and the like, on a display screen on which an application is displayed. The delivery service management system then ends the flowchart of fig. 159A.

Working example 2

Fig. 159B is a flowchart illustrating an operation of the operation management system according to embodiment 18.

In this working example, the following is assumed: when the cargo handling device 10q is handling cargo to the delivery recipient, it moves while confirming the current location based on the GPS information and the rail route map.

First, the operation management system acquires GPS information of the cargo handling device 10q (S2421 a).

Next, the operation management system compares with latitude and longitude information of the guideway route map (S2422 a). The guide rail route map is not only a route map from the delivery sender to the delivery receiver, but also all maps provided with guide rails. Latitude and longitude information is associated with the guideway route map.

Next, the operation management system determines whether or not the reliability of the comparison of the current position of the cargo-handling device 10q and the rail route map is equal to or higher than a certain value (S2423 a). That is, the operation management system determines whether the GPS information of the cargo handling device 10q matches the position on the guideway route map.

When the reliability of the comparison between the current position of the cargo handling device 10q and the position of the guideway route map is equal to or higher than a certain value (yes in S2423 a), the operation management system notifies the user of the application of the portable terminal of the current position of the cargo handling device 10q (S2424 a). Reliability means that the GPS information of the cargo-handling device 10q matches the location on the guideway route map. For example, it means that the current position of the cargo handling device 10q is within a prescribed distance range from the position on the guideway route map. The prescribed distance range is within tens of centimeters or within centimeters.

Next, after the predetermined time has elapsed (S2425 a), the operation management system repeats the process of step S2421 a. Here, the predetermined time means about several seconds.

On the other hand, when the reliability of the comparison of the current position of the cargo-handling device 10q with the guideway route map is less than a certain value (no in S2423 a), the operation management system acquires an image of the sensor of the cargo-handling device 10q (S2426 a).

Next, the operation management system compares the image of the sensor of the cargo handling device 10q with the registered 3D dynamic map, and measures the current position (S2427 a).

Next, the operation management system notifies the application of the portable terminal of the user of the present position of the cargo handling device 10q (S2428 a).

Next, after the predetermined time has elapsed (S2429 a), the operation management system repeats the process of step S2421 a.

Embodiment 19

Fig. 160A is a block diagram illustrating a management system 1C and the like according to embodiment 19. Fig. 160B is a schematic diagram illustrating the guide rail 7 from the delivery sender (e.g., store system 2404) to the delivery receiver (e.g., vending machine 2408 d), for example.

Hereinafter, since the basic configuration of the cargo transferring device 10q of the present embodiment is the same as that of the unmanned aerial vehicle of embodiment 1 and the like, and the basic configuration of the cargo transferring device of embodiment 12 and the like, the same reference numerals as those described above are given to the basic configuration of the cargo transferring device 10q of the present embodiment, and the description thereof is omitted appropriately. The management system 1C of the present embodiment is different from embodiment 1 in that the timing of delivering the cargo is set according to the current position of the user. In this embodiment, the lifting system, the unmanned aerial vehicle, or the like according to embodiments other than embodiment 1 may be used.

The management system 1C in the present embodiment includes an operation management system 2400 and a delivery service management system 2401. The operation management system 2400 manages the order, travel route, travel speed, delivery start time, and other operation states of the cargo handling device 10 q. The delivery service management system 2401 extracts a period of time during which the cargo handling device 10q can deliver the cargo, or calculates an arrival expected time.

In the management system 1C of the present embodiment, when a commodity is ordered by using an application of the mobile terminal 2402 used by the user, the commodity ordered by the user can be received at a predetermined position at a predetermined time or at a time designated by the user. Here, the predetermined time is a time designated by the management system 1C when the user orders the commodity.

Here, the mobile terminal 2402 includes a terminal such as a smart phone held by a user, a vending machine 2408d capable of ordering a commodity, a dedicated terminal to which an application capable of ordering a commodity is installed, and the like. The time designated by the user is a time set by the user when the user orders the commodity. The predetermined position is a position designated by the user when the user orders the commodity, or a position designated by the management system 1C, and is a location of the delivery recipient or a predetermined distance from the delivery recipient.

Further, when the user orders the commodity with the commodity ordering system 2403, there is a case where there is no stock in the warehouse managed by the commodity ordering system 2403. In this case, the commodity ordering system 2403 inquires of the nearby stores whether or not there is an inventory for the commodity selected by the user. The user-selected commodity is displayed in color when the store closest to the user is in stock, and displayed in gray when the stores other than the closest store are in stock. In this way, the display is made different according to the distance of the store from the user.

The commodity ordering system 2403 confirms the presence or absence of inventory for a nearby store even when the commodity is not in inventory at the time of picking, and can take countermeasures such as confirming the approval of delivery from the nearby store, presenting a substitute commodity, confirming the presence or absence of cancellation of the commodity, and the like for the user even when the nearby store is in inventory.

In addition, after the user orders the commodity from the commodity ordering system 2403, the management system 1C may change the time of collection or cancel the commodity because the commodity is not collected or collected.

When the user orders the commodity by the commodity ordering system 2403 and then the commodity transporting apparatus 10q reaches the upper space of the vending machine 2408d, if the commodity transporting apparatus 10q moves within a predetermined distance range from the vending machine 2408d, the commodity transporting apparatus 10q calls the person's attention by sound. In addition, the cargo handling device 10q lowers the cargo to the vending machine 2408d and stores the cargo in the vending machine 2408d when no person is present.

When the user orders the commodity by the commodity ordering system 2403 and then the commodity transporting apparatus 10q reaches the upper space of the vending machine 2408d, the commodity transporting apparatus 10q confirms the descent of the commodity with respect to the mobile terminal 2402, and in response to the confirmation, lowers the commodity to the vending machine 2408d and stores the commodity in the vending machine 2408d when receiving a promise of the descent of the commodity.

When the user places a commodity in the commodity placing system 2403 and then the commodity handling apparatus 10q reaches the upper space of the vending machine 2408d, the commodity handling apparatus 10q may deliver the commodity to the user by lowering the commodity to the front of the user's eyes, or may deliver the commodity to the user by lowering the commodity to the ground or the base in front of the user's eyes.

Further, when the user orders delivery of the commodity by the commodity ordering system 2403, in a case where the commodity cannot be delivered in a specified period due to weather, the portable terminal 2402 of the user is notified of the extracted distributable delivery period by extracting the distributable delivery period. The portable terminal 2402 displays the notification on the application of the commodity ordering system 2403.

Further, when the user orders delivery of the commodity by the commodity ordering system 2403, if the commodity cannot be delivered for a predetermined period of time due to weather, the user's portable terminal 2402 is notified of a delivery time delay of the commodity. Further, the commodity ordering system 2403 notifies the portable terminal 2402 of confirmation by the user whether the dispatch time can be delayed. The commodity ordering system 2403 can dispense commodities at the changed dispatch time if a promise of delaying the dispatch time is obtained by the user, and cancel commodities if a promise of delaying the dispatch time is not obtained.

In addition, the distribution service management system 2401 may be configured such that, when the user orders a commodity and the commodity is collected by the vending machine 2408d, the vending machine 2408d of the predetermined destination is full with respect to the user's mobile terminal 2402. In this case, the distribution service management system 2401 notifies the mobile terminal 2402 of an extension of the delivery time, changes to delivery to the other vending machine 2408d, and collects such options beside a predetermined vending machine. The delivery service management system 2401 can enable the user to select a receipt of a commodity by presenting options to the user.

Working example 1

Fig. 161 is a flowchart illustrating an operation of the delivery service management system 2401 according to working example 1 of embodiment 19.

In this working example, the following is assumed: the user orders the commodity using the mobile terminal 2402, and when the user approaches a predetermined position, the user starts picking the commodity in order to collect the commodity at the collection place of the commodity.

First, the distribution service management system 2401 of the management system 1C acquires the current location of the user from the location information of the mobile terminal 2402 (S2431). Specifically, the distribution service management system 2401 obtains the position information of the mobile terminal 2402 by using a GPS function mounted on the mobile terminal 2402 held by the user. The location information of the mobile terminal 2402 is location information indicating the current location of the user, and includes latitude, longitude, and the like.

Next, the delivery service management system 2401 predicts the arrival time of the user based on the current location information (location information) of the user, the registration information of the user, and the past movement history of the user (S2432). The delivery service management system 2401 repeats this process until the user reaches a prescribed position.

Here, the registration information of the user is information such as the age of the user, the sex of the user, and the like. Further, the past movement history of the user includes the movement speed of the user, the movement route, the difference between the arrival time of the user and the designated time of the user, and the like. Further, the prescribed location is a goods collection place specified by the user, i.e., an express delivery recipient.

Next, the delivery service management system 2401 determines whether or not the user approaches the predetermined position at the predetermined time or at the time designated by the user (S2433).

When the delivery service management system 2401 determines that the user is not approaching the predetermined position at the predetermined time or at the time specified by the user (no in S2433), the delivery service management system 2401 outputs an instruction to wait for a predetermined time to the cargo handling device 10 q. Thereby, the cargo transferring device 10q stands by for a certain time (S2436). Then, the process of the flowchart of fig. 161 returns to step S2431.

On the other hand, when the delivery service management system 2401 determines that the user is approaching the predetermined position at the predetermined time or at the time designated by the user (yes in S2433), the delivery service management system 2401 instructs the store system 2404 to start picking of the commodity (S2434). Thereby, store system 2404 begins picking of the item. In addition, the store's practitioner may also initiate picking of the merchandise. Here, picking refers to a task of collecting products having a shipment instruction from among a plurality of products stored in a warehouse or the like. The store system 2404 displays the meaning of starting picking of the commodity on the display device in response to the instruction from the distribution service management system 2401.

Then, when picking of the commodity is completed, the store system 2404 acquires picking completion information which is information indicating that picking of the commodity is completed. The sorted commodity is contained as a commodity in a delivery box or the like according to the delivery recipient. The store system 2404 transmits a dispatch start instruction to the operation management system 2400 of the management system 1C. The operation management system 2400 acquires the dispatch start instruction after completion of the commodity picking (S2435), and therefore outputs the dispatch start instruction to the cargo handling apparatus 10q, and causes the cargo handling apparatus 10q to start the delivery of the cargo. Accordingly, the cargo handling device 10q delivers the cargo of the delivery box to the user at a predetermined position at a predetermined time or at a time designated by the user.

In this way, operation management system 2400 can deliver the cargo at a predetermined position by cargo handling device 10q at a predetermined time or at a time designated by the user. Therefore, the management system 1C can shorten the time for which the user stands by for receiving the goods at the express delivery recipient.

Working example 2

Fig. 162 is a flowchart illustrating an operation of the management system 1C according to working example 2 of embodiment 19.

In this working example, the following is assumed: when the user completes picking of the ordered commodity using the mobile terminal 2402, the cargo handling device 10q stands by at a predetermined position in a state where the cargo handling device 10q is loaded with the commodity. Further, in the present working example, the following is assumed: when the user approaches a predetermined position, the cargo handling device 10q starts the delivery of the cargo. The same operations as in working example 1 are denoted by the same reference numerals, and description thereof is omitted as appropriate.

First, the distribution service management system 2401 of the management system 1C acquires the current location of the user from the location information of the mobile terminal 2402 (S2431).

Next, the delivery service management system 2401 predicts the arrival time of the user based on the current location information of the user, the registration information of the user, and the past movement history of the user (S2432). The delivery service management system 2401 repeats this process until the user reaches a prescribed position.

Next, the delivery service management system 2401 determines whether or not the user approaches the predetermined position at the predetermined time or at the time designated by the user (S2443).

When the delivery service management system 2401 determines that the user is approaching the predetermined position at the predetermined time or at the time specified by the user (yes in S2443), the delivery service management system 2401 outputs a delivery start instruction to the operation management system 2400 of the management system 1C. Thus, the operation management system 2400 outputs a dispatch start instruction to the cargo handling device 10q (S2444). Accordingly, the cargo handling device 10q starts (S2445), and the cargo handling device 10q delivers the cargo of the delivery box to the user at a predetermined position at a predetermined time or at a time designated by the user. The delivery service management system 2401 then ends the flowchart.

When the delivery service management system 2401 determines that the user is not approaching the predetermined position at the predetermined time or at the time designated by the user (no in S2443), the delivery service management system 2401 determines whether or not the delivery deadline has reached the delivery schedule period (S2446).

When the delivery service management system 2401 determines that the term for delivering the predetermined time period has arrived (yes in S2446), the delivery service management system 2401 causes the mobile terminal 2402 of the user to display a message indicating whether or not to delay the delivery time of the goods (S2447). That is, in the case where the user does not reach the predetermined position at the predetermined time or at the time designated by the user, the delivery service management system 2401 confirms whether the user delays the delivery time of the goods, because the user cannot collect the goods. In this case, the user can take measures such as delaying the dispatch time by operating the mobile terminal 2402. Then, the processing of the flowchart of fig. 162 ends.

On the other hand, when the delivery service management system 2401 determines that the term for the predetermined delivery period has not been reached (no in S2446), the delivery service management system 2401 outputs an instruction to wait for a predetermined time to the cargo handling device 10 q. Thereby, the cargo transferring device 10q stands by for a certain time (S2448). Then, the process of the flowchart of fig. 162 returns to step S2431.

In this way, the management system 1C can deliver the cargo at a predetermined position by the cargo handling device 10q at a predetermined time or at a time designated by the user. Therefore, the management system 1C can shorten the time for which the user stands by for receiving the goods at the express delivery recipient.

Working example 3

Fig. 163A is a flowchart illustrating an operation of the commodity order system 2403 of working example 3 of embodiment 19.

In this working example, the following is assumed: the user uses the mobile terminal 2402 to order a commodity with the commodity ordering system 2403 displayed on the display screen of the mobile terminal 2402.

First, the user selects a commodity in the commodity ordering system 2403 by starting an application of the commodity ordering system 2403, and orders the selected commodity. That is, the user presses an order button of a commodity to be ordered in an application of the commodity ordering system 2403 displayed on the display screen of the portable terminal 2402. At this time, the commodity ordering system 2403 inquires of the plurality of nearby shops A, B of the user about the inventory of the commodity selected by the user (S2451).

Next, the commodity ordering system 2403 displays the commodity color for the commodity which is stored in the closest store a on the commodity ordering screen, and displays the commodity gray for the commodity which is stored only in the neighboring store on the commodity ordering screen (S2452). That is, the commodity ordering system 2403 makes the display modes of the commodity in which the closest store a is in stock and the commodity in which only the neighboring stores are in stock different.

Next, the commodity ordering system 2403 determines whether or not the commodity to be ordered is selected if the commodity to be ordered is in stock in the closest store a (S2453).

When the commodity to be ordered is in stock in the closest store a, the commodity ordering system 2403 determines that the commodity to be ordered has been selected (yes in S2453), and places the commodity to be ordered in a shopping cart on the application of the commodity ordering system 2403 (S2454).

Next, the application of the commodity order system 2403 shifts to an order confirmation screen with respect to the commodity to be ordered (S2455). Thereby, the order confirmation screen for the commodity selected by the user is displayed on the commodity order screen. When the confirmation of the selected commodity is ended, the user presses the confirmation completion button.

Then, the commodity ordering system 2403 orders the commodity selected by the user to store B by the user pressing the confirm completion button (S2456). Then, the flowchart of fig. 163A ends the processing.

On the other hand, when the commodity ordering system 2403 determines that the commodity to be ordered is not in stock in the closest store a (no in S2453), the commodity ordering system 2403 switches the ordering destination to the store in which the selected commodity is in stock, and displays the result on the ordering screen (S2457).

Next, the commodity to be ordered is put into the shopping cart on the application of the commodity ordering system 2403 (S2458).

Next, the application of the commodity order system 2403 shifts to an order confirmation screen with respect to the commodity to be ordered (S2459). Thereby, the order confirmation screen for the commodity selected by the user is displayed on the commodity order screen. When the confirmation of the selected commodity is ended, the user presses the confirmation completion button.

Then, the commodity ordering system 2403 orders the commodity selected by the user to store a by the user pressing the confirm completion button (S2460). Then, the flowchart of fig. 163A ends the processing.

In this way, in the warehouse managed by the commodity ordering system 2403, when the commodity to be ordered by the user is not in stock, the commodity ordering system 2403 can inquire about the stock of the store in the vicinity of the user. Accordingly, the commodity ordering system 2403 can distribute commodities that the user wants to order from a nearby store.

Working example 4

Fig. 163B is a flowchart illustrating an operation of the commodity order system 2403 of working example 4 of embodiment 19.

In this working example, the following is assumed: when the store does not have an inventory of the commodity when picking of the commodity is started after the commodity ordering system 2403 has ordered the commodity, the user confirms the inventory of the commodity from the nearby store, presents a substitute commodity to the user, or cancels the ordering of the commodity. In this working example, it is assumed that there is a case where there is no item at the time of starting picking after ordering the item.

First, when a user orders a commodity, the commodity ordering system 2403 displays a meaning of starting picking of the commodity to the store system 2404 if a predetermined time is reached (S2451 a).

Next, the commodity ordering system 2403 determines whether at least one out-of-stock commodity is ordered among the commodities ordered by the user (S2452 a).

When it is determined that none of the items ordered by the user is out of stock (no in S2452 a), that is, when it is determined that all of the items ordered by the user are in stock, the item ordering system 2403 causes the store system of the store to display the intention to start loading the items to the item transport device when a predetermined time has elapsed (S2456 a). Then, the commodity order system 2403 ends the flowchart.

When it is determined that at least one of the products ordered by the user is out of stock (yes in S2452 a), the product ordering system 2403 confirms whether or not the products are in stock with the store in the vicinity of the store in which the products are ordered (S2453 a). Thus, the commodity ordering system 2403 notifies the store system of the nearby store of an instruction to confirm whether or not the commodity is in stock. An instruction for confirming whether or not the commodity ordered by the user is in stock is displayed on a display screen of a store system of a nearby store.

Next, the commodity ordering system 2403 determines whether or not at least one out-of-stock commodity is ordered in a nearby store among commodities ordered by the user (S2454 a).

When it is determined that there is an inventory of the commodity in the nearby store among the commodities ordered by the user and that at least one commodity out of stock is not ordered (no in S2454 a), the commodity ordering system 2403 calculates an arrival expected time when the commodity is dispatched from the nearby store in which the inventory of the commodity is present to the user' S house (S2457 a).

Next, the commodity ordering system 2403 notifies the user's mobile terminal 2402 of the following: if not the store ordering the commodity but the nearby store, the meaning of the commodity, the calculated expected arrival time, and the meaning of inquiring whether to confirm the order by dispatch of the nearby store can be prepared (S2458 a). Thus, the user chooses to determine or cancel the subscription. Then, the commodity order system 2403 ends the flowchart.

On the other hand, when it is determined that there is no inventory of the commodity in the vicinity of the store and at least one commodity that is out of stock is ordered (yes in S2454 a), the commodity ordering system 2403 notifies the user' S portable terminal 2402 of the fact that the ordered commodity is not in inventory, and notifies the user of the fact that the ordered commodity is canceled or replaced with a substitute commodity. Thus, the portable terminal 2402 displays the meaning that the ordered commodity is not in stock, and displays an option asking whether to cancel the ordered commodity or replace it with a substitute commodity (S2455 a). Thus, the user selects to cancel the ordered merchandise or to replace it. Then, the commodity order system 2403 ends the flowchart.

In this way, even when there is no commodity stock at the time of picking, by confirming the presence or absence of stock in the nearby shops, it is possible to send commodities to the user who ordered the commodity when there is stock in the nearby shops. Even when there is no stock, countermeasures for presenting a substitute commodity, canceling a commodity, or the like can be taken.

Working example 5

Fig. 163C is a flowchart illustrating an operation of the commodity order system 2403 according to working example 5 of embodiment 19.

In this working example, the following is assumed: after the user orders the commodity with the commodity ordering system 2403, since the commodity may not be collected or cannot be collected, the collection timing may be changed or the commodity may be cancelled. Further, assume a case where the management system 1C manages the vending machine 2408 d.

First, the management system 1C acquires the current location and movement status of the user from the user' S mobile terminal 2402 (S2451 b). That is, the management system 1C obtains information indicating position information, information indicating movement speed, and the like from the mobile terminal 2402 based on the GPS function mounted on the mobile terminal 2402, and can grasp the current location and movement status of the user.

Next, the management system 1C calculates a time required for starting before the collection period of the vending machine 2408d based on the current location and the movement speed of the user shown by the information indicating the location information and the information indicating the movement speed acquired from the portable terminal 2402 (S2452 b).

Next, the management system 1C determines whether or not the remaining time is a predetermined time period before the time required for the user to start (S2453 b).

When it is determined that the user has not left a predetermined time before the time required for departure (no in S2453 b), the management system 1C stands by for a predetermined period (S2454 b) and returns to the process of step S2451 b.

When it is determined that the predetermined remaining time before the time when the user needs to make a departure has arrived (yes in S2453 b), the management system 1C notifies the user of an option of, for example, "extending the reception period, receiving within the predetermined time (for receiving within the reception period, starting within the period of o) and canceling the reception" (S2455 b). That is, the management system 1C notifies the portable terminal 2402 of such an option. Thereby, the portable terminal 2402 presents such an option.

Next, the management system 1C determines which one the user has selected (S2456 b).

When the user selects the cancellation charge (S2456 b (cancellation charge)), the management system 1C cancels the commodity dispatch (S2459 b).

Next, the management system 1C notifies the dispatcher to collect the commodity (S2460 b). Thus, the dispatcher recovers the cancelled commodity. Then, the management system 1C ends the flowchart.

When the user selects to accept within the predetermined time (S2456 b (accept within the predetermined time)), the management system 1C waits for the predetermined time (S2461 b). Then, the management system 1C advances the process to step S2462b.

Next, the management system 1C determines whether the user has accepted the goods (S2462 b).

When the management system 1C determines that the user has received the goods (yes in S2462 b), the commodity is delivered to the user, and the flowchart ends.

On the other hand, when the management system 1C determines that the user has not received the goods (no in S2462 b), it will "the predetermined receiving time has elapsed". Is an extension fee paid to extend the time of receipt? Or cancel? The meaning of "such" is notified to the user' S portable terminal 2402 (S2463 b). Thereby, the portable terminal 2402 displays a notification from the management system 1C.

Next, the management system 1C determines whether extension is selected (S2464 b).

When it is determined that the extension is not selected, that is, the commodity has been canceled (no in S2464 b), the management system 1C performs the processing of step S2459 b.

On the other hand, when it is determined that extension is selected (yes in S2464 b), the management system 1C receives the extension fee and extends the upper limit standby time (S2465 b).

Next, the management system 1C adds a standby predetermined time (S2466 b). The predetermined time is, for example, 20 minutes. Further, as the upper limit of storage, for example, a limit of 60 minutes from the time of storage may be set. The predetermined time and the upper limit period of storage are only examples, and the present invention is not limited to these examples.

Next, the management system 1C determines whether the user has accepted the goods (S2467 b).

When the management system 1C determines that the user has received the goods (yes in S2467 b), the commodity is delivered to the user, and the flowchart ends.

On the other hand, when the management system 1C determines that the user has not received the goods (no in S2467 b), it will "the predetermined receiving time has elapsed". The recovery is canceled because it is not possible to continue the extension. The meaning of "such" is notified to the user' S portable terminal 2402 (S2468 b). Thereby, the mobile terminal 2402 presents the notification content. Then, the management system 1C ends the flowchart.

When the user selects the extended period of acceptance (S2456 b (extended period of acceptance)), the management system 1C extends the upper limit standby time by accepting the delay fee from the user (S2457 b). That is, the management system 1C extends the upper limit standby time by communicating the generation of the delay fee to the user in advance and obtaining consent from the user.

Next, the management system 1C adds a standby time (S2458 b). Then, the management system 1C advances the process to step S2462b.

Then, after adding the standby time, the management system 1C determines whether or not the user has received the goods (S2462 b).

When the management system 1C determines that the user has received the goods (yes in S2462 b), the commodity is delivered to the user, and the flowchart ends.

On the other hand, when the management system 1C determines that the user has not received the goods (no in S2462 b), it will "the predetermined receiving time has elapsed". Is an extension fee paid to extend the time of receipt? Or cancel? The meaning of "such" is notified to the user' S portable terminal 2402 (S2463 b). Thereby, the portable terminal 2402 displays the notification from the management system 1C again.

Next, the management system 1C determines whether extension is selected (S2464 b).

When it is determined that the extension is not selected, that is, the commodity has been canceled (no in S2464 b), the management system 1C performs the processing of step S2459 b.

On the other hand, when it is determined that extension is selected (yes in S2464 b), the management system 1C receives the extension fee again and further extends the upper limit standby time (S2465 b).

Next, the management system 1C further adds a standby predetermined time (S2466 b).

Next, the management system 1C determines whether the user has accepted the goods (S2467 b).

When the management system 1C determines that the user has received the goods (yes in S2467 b), the commodity is delivered to the user, and the flowchart ends.

On the other hand, when the management system 1C determines that the user has not received the goods (no in S2467 b), it will "the predetermined receiving time has elapsed". The recovery is canceled because it is not possible to continue the extension. The meaning of "such" is notified to the user' S portable terminal 2402 (S2468 b). Thereby, the mobile terminal 2402 presents the notification content. Then, the management system 1C ends the flowchart.

In this way, even if the user orders a commodity, the user may not collect the commodity or cannot collect the commodity, and thus, by notifying the user's mobile terminal 2402 of the time required for departure, the user can be allowed to select whether or not to collect the commodity. Accordingly, if the user has the intention of collecting the commodity, the commodity can be delivered, and if the user does not collect the commodity, the commodity can be canceled, so that the delivery of the commodity in the management system 1C can be made efficient.

Working example 6

Fig. 164 is a flowchart illustrating an operation of the cargo handling device 10q according to working example 6 of embodiment 19.

In this working example, the following is assumed: whether to lower the shipment to the vending machine 2408d is determined based on whether or not there are people around and the activities of the people present when the shipment recipient lowers the shipment by the shipment handling device 10 q. Further, in this working example, a case is assumed in which the user receives goods in the vending machine 2408d after ordering the goods.

First, the cargo transferring device 10q acquires an image existing vertically downward from the sensor (S2461). Specifically, when the cargo handling device 10q reaches the delivery destination, the sensor mounted on the cargo handling device 10q captures an image of the vertically lower side of the cargo handling device 10q, and the cargo handling device 10q acquires an image of the vertically lower side.

Next, the cargo handling device 10q determines whether or not a person is present within a predetermined distance range from the point where the cargo is lowered, based on the acquired image (S2462).

When the cargo handling device 10q determines that a person is present within a predetermined distance range from the point where the cargo is lowered (yes in S2462), the cargo handling device 10q determines whether or not a person present vertically below the cargo handling device 10q is active (S2463).

When the cargo handling device 10q determines that a person present immediately below the cargo handling device 10q is active (yes in S2463), the cargo handling device 10q outputs an attention to the person. For example, the cargo handling device 10q outputs a standby instruction, for example, a sound "for unloading the cargo, requesting to be stationary" via an acoustic device mounted on the cargo handling device 10q (S2464).

Next, the cargo handling device 10q waits for a predetermined time after outputting the sound (S2465). Then, the cargo handling device 10q returns the process to step S2461.

If the cargo handling device 10q determines that no person is present within the predetermined distance range from the place where the cargo is lowered (no in S2462), and if the cargo handling device 10q determines that the person present immediately below the cargo handling device 10q is not active (no in S2463), the cargo handling device 10q transmits an opening instruction for opening the cover to the vending machine 2408d. When receiving the open instruction, the vending machine 2408d can store the dispensed goods by opening the upper cover. Accordingly, the cargo handling device 10q starts the descent of the cargo, and continues the descent of the cargo until the vending machine 2408d (S2466).

Next, when the cargo handling device 10q lowers the cargo, the vending machine 2408d temporarily stops the sales of the commodity. That is, when the open instruction is received, the display screen of the vending machine 2408d is switched to the pickup mode, and the vending machine 2408d temporarily stops selling the commodity (S2467).

Next, the cargo handling device 10q determines whether or not the lowering of the cargo has been completed (S2468). That is, the cargo handling device 10q lowers the cargo, and determines whether the cargo is stored in the vending machine 2408d.

When the cargo handling device 10q determines that lowering of the cargo is not completed (no in S2468), the cargo handling device 10q returns the process to step S2461.

On the other hand, when the cargo handling device 10q determines that lowering of the cargo has been completed (yes in S2468), the user' S portable terminal 2402 is notified of, for example, "delivery has been completed, and immediate pickup is requested" (S2469). Accordingly, since the content of the notification is displayed on the application of the display screen of the mobile terminal 2402, the user can collect the goods from the vending machine 2408 d. The content of the notification in step S2469 is merely an example, and is not limited to the present disclosure. Then, the flowchart of fig. 164 ends the processing.

In this way, if a person or a person is present around the vending machine 2408d or moves when the cargo is lowered, the cargo is likely to contact the person, and therefore the cargo handling device 10q gives a notice to the person by sound. Thus, since the person follows the attention arousal, the security of the person can be ensured.

Working example 7

Fig. 165 is a flowchart illustrating an operation of the cargo handling device 10q according to working example 7 of embodiment 19.

In this working example, the following is assumed: after the user orders the commodity using the mobile terminal 2402, when the commodity carrying device 10q receives a promise to collect the commodity from the mobile terminal 2402 at a commodity collection location, the commodity is lowered and stored in the vending machine 2408 d.

First, the cargo handling device 10q starts the delivery of the cargo (S2471).

Next, the cargo handling device 10q notifies the user' S portable terminal 2402 of the arrival at the predetermined time before the arrival at the delivery recipient (S2472). In this case, the user sets "hope to notify before o minutes at a predetermined time" in advance for the application of the commodity order system 2403.

Next, after the arrival of the shipment device 10q at the delivery recipient, the shipment device 10q notifies the user' S portable terminal 2402 that the arrival at the delivery recipient is completed (S2473).

Next, the cargo handling device 10q obtains the current location of the user (the current location of the mobile terminal 2402) from the location information of the mobile terminal 2402 (S2474). Specifically, the cargo handling device 10q obtains the position information of the mobile terminal 2402 using the GPS function mounted on the mobile terminal 2402 held by the user. The cargo transferring device 10q acquires the position information of the mobile terminal 2402 at predetermined intervals. The location information of the mobile terminal 2402 held by the user may be acquired by the management system 1C.

Next, the cargo handling device 10q determines whether the user has arrived within a predetermined distance from the delivery recipient based on the acquired position information of the mobile terminal 2402 (S2475). The management system 1C may perform the determination in step S2475.

When the cargo handling device 10q determines that the user does not reach within the predetermined distance from the delivery recipient (no in S2475), the cargo handling device 10q determines whether the user is present at a position at or above the predetermined distance from the delivery recipient based on the acquired position information of the portable terminal 2402 (S2481).

When the cargo handling device 10q determines that the user is present at a position at least a predetermined distance from the delivery recipient (yes in S2481), the cargo handling device 10q stands by for a predetermined time (S2483). Then, the cargo handling device 10q returns the process to step S2474.

On the other hand, when the cargo handling device 10q determines that the user is not present at a position at or above the predetermined distance from the delivery-receiving side (no in S2481), the cargo handling device 10q temporarily moves from the delivery-receiving side to another place, thereby freeing the place of the delivery-receiving side (S2482). That is, since the cargo handling device 10q is slightly moved from the delivery recipient, the cargo handling device 10q stands by at a location different from the delivery recipient, and thus, the other cargo handling devices are not prevented from storing the cargo in the vending machine 2408d. Then, the cargo handling device 10q returns the process to step S2474.

In step S2475, when the cargo handling device 10q determines that the user arrives within a predetermined distance from the delivery recipient (yes in S2475), the application of the mobile terminal 2402 is notified of, for example, "is the delivery recipient reached? Is it possible to drop the cargo? "confirmation of such meaning (S2476). The mobile terminal 2402 acquires the notification from the cargo transferring device 10q, and displays the notification in the application of the mobile terminal 2402. Thereby, the user can recognize the notification transmitted from the cargo-handling device 10q via the mobile terminal 2402. The content of the notification in step S2476 is merely an example, and is not limited to the present disclosure.

Next, in response to the notification of step S2476, the cargo handling device 10q determines whether or not a response such as "can descend" is received from the mobile terminal 2402 (S2477). The content of the reply of step S2477 is merely an example, and is not limited to the present disclosure.

If the cargo transferring device 10q does not acquire a reply of "can descend" from the mobile terminal 2402 (no in S2477), the cargo transferring device 10q repeats the processing in step S2477.

Here, the user is "do it arrive at the delivery recipient? Is it possible to drop the cargo? The notification of "such meaning replies" can descend "via the application of the mobile terminal 2402. That is, the user inputs a reply of "can descend" to the portable terminal 2402.

Accordingly, when the cargo handling device 10q obtains a reply of "can descend" from the mobile terminal 2402 (yes in S2477), the display screen of the vending machine 2408d is switched to the pickup mode, and the vending machine 2408d is placed in a state in which it is not possible to order (S2478). That is, the vending machine 2408d in the pickup mode does not accept other orders, so that the user can reliably pick up the goods dispensed by the goods handling device 10q from the vending machine 2408 d.

Next, the cargo handling device 10q lowers the cargo with respect to the vending machine 2408d, and stores the cargo in the vending machine 2408d (S2479).

Next, the cargo handling device 10q notifies the user of, for example, "the cargo can be collected". Please collect the meaning of "such" in time (S2480). The mobile terminal 2402 acquires the notification from the cargo transferring device 10q, and displays the notification in the application of the mobile terminal 2402. Thus, the user can collect the goods from the vending machine 2408d in time. Then, when the user completes the collection of the goods, the vending machine 2408d terminates the collection mode and shifts to the normal mode, thereby becoming a state of accepting the order. The content of the notification in step S2479 is merely an example, and is not limited to the present disclosure.

Working example 8

Fig. 166A is a diagram illustrating an example of an operation in a case where a person who is involved in working example 8 of embodiment 19 receives a load from the load carrying device 10 q. Fig. 166B is a diagram illustrating an example of an operation in a case of an overhead pickup type in which a person directly picks up a load from the load handling apparatus 10q according to working example 8 of embodiment 19.

In this working example, a description will be given of a collection type when a user collects a commodity ordered by the user. In this working example, a case is assumed in which the user operates the vending machine 2408d to order a commodity. The user is set to wait near vending machine 2408d until the ordered merchandise is delivered. In this working example, the user can order a commodity on the application of the commodity ordering system 2403 via the mobile terminal 2402.

In the case of a user receiving a commodity, the commodity handling apparatus 10q may place the commodity ordered by the user at a predetermined position, and the user may receive the placed commodity, and the user may receive the ordered commodity directly from the commodity handling apparatus 10 q.

As shown in fig. 166A, when the user receives the placed commodity, the cargo handling apparatus 10q arrives at a position vertically above the cargo placement site set in the vicinity of the vending machine 2408d, and the cargo handling apparatus 10q lowers the cargo to place the cargo at the cargo placement site, thereby delivering the cargo to the cargo placement site.

Here, the cargo placement site is an area set in the vicinity of the vending machine 2408 d. The base, the plate frame, the express box, or the like may be disposed at the cargo placement location, or a label such as an adhesive tape may be marked so that the user can identify the cargo placement location.

Thereby, the user can collect the goods distributed to the goods arrangement site.

In addition, as shown in fig. 166B, when the article ordered by the user is directly received from the article handling device 10q, the article handling device 10q lowers the article until the article is placed in front of the user's eyes when the article handling device 10q reaches the position vertically above the article placement location set in the vicinity of the vending machine 2408 d. When the cargo is positioned in front of the eyes of the user, the cargo handling device 10q stops the lowering of the cargo. At this time, the goods are disposed in front of the abdomen of the user. For example, the cargo is disposed at a height of about 90cm from the ground.

Thus, the user can take up the cargo by taking the cargo placed in front of the eyes off the wire of the cargo-handling device 10 q.

Thus, in this working example, the user can collect goods in various ways. In addition, vending machine 2408d may also enable the user to select these methods of collection.

Working example 9

Fig. 167 is a flowchart illustrating an operation of the commodity order system 2403 according to working example 9 of embodiment 19.

In this working example, the following is assumed: the commodity ordering system 2403 acquires weather information to extract a dispensable dispatch period.

First, when a user orders a commodity, the commodity ordering system 2403 acquires information indicating the position (address or latitude and longitude) of the delivery recipient of the commodity, that is, delivery recipient position information (S2491).

Next, the commodity ordering system 2403 acquires weather information from the location of the delivery sender to the location of the delivery receiver shown by the delivery receiver location information (S2492). Further, the position of the delivery sender is held in advance by the commodity ordering system 2403.

Next, the commodity ordering system 2403 determines whether or not a time period in which the wind speed exceeds a predetermined speed exists between the position of the delivery sender and the position of the delivery receiver based on the acquired weather information and the position information of the delivery receiver (S2493).

When it is determined that the time period in which the wind speed exceeds the predetermined speed exists between the position of the delivery sender and the position of the delivery receiver based on the acquired weather information (yes in S2493), the commodity ordering system 2403 determines that delivery is not possible for the time period in which the wind speed exceeds the predetermined speed (S2494). Then, the commodity order system 2403 advances the process to step S2495.

On the other hand, if it is determined that there is no time zone in which the wind speed exceeds the predetermined speed from the position of the delivery sender to the position of the delivery receiver based on the acquired weather information (no in S2493), the commodity ordering system 2403 determines that delivery is possible for all the time zones (S2498). Then, the commodity order system 2403 advances the process to step S2495.

Next, the commodity ordering system 2403 sets whether or not each time slot in the ordering day can be dispatched when the user orders the commodity (S2495). Specifically, in the case of yes in step S2493, the commodity ordering system 2403 sets a period other than a period in which the wind speed exceeds the predetermined speed from the period in which the commodity can be dispensed. Further, in the case of no at step S2493, the commodity ordering system 2403 sets to be able to dispatch commodities in the entire period.

Next, if yes in step S2493, the commodity order system 2403 displays to the user a period of time that can be dispatched excluding a period of time in which the wind speed exceeds the predetermined speed (S2496).

On the other hand, in the case of no in step S2493, the commodity ordering system 2403 displays to the user the entire period of time during which the commodity can be dispatched (S2496).

Next, the commodity ordering system 2403 displays a period of time during which commodities can be dispensed on the application of the commodity ordering system 2403 (S2497). Specifically, the commodity order system 2403 displays a table including a period of time that can be dispatched, and the like on a display screen on which an application is displayed. Thus, the user selects a time period in which the user wishes to dispense the commodity from among the dispatchable time periods displayed on the display screen. Thus, the user can select a period of time during which the merchandise can be dispatched. Therefore, the trouble that the ordered commodity cannot be collected in a set period of time due to the change of weather is unlikely to occur.

Working example 10

Fig. 168 is a flowchart illustrating an operation of the delivery service management system 2401 according to working example 10 of embodiment 19.

In this working example, the following is assumed: when picking of goods is started, when weather is predicted to change when goods are delivered, the dispatch time is changed.

First, when a user orders a commodity, the delivery service management system 2401 acquires the delivery recipient position information and delivery period, which are information indicating the position (address or latitude and longitude) of the delivery recipient of the commodity (S2501). The delivery period is calculated based on, for example, the position of the delivery sender, the position of the delivery receiver, the time period in which the user wishes to deliver the commodity, the delivery predicted time, and the like, and is a period required for delivery in a predetermined time period.

Next, the delivery service management system 2401 acquires weather information from the location of the delivery sender to the location of the delivery receiver shown by the delivery receiver location information (S2502).

Next, the delivery service management system 2401 determines whether or not it is estimated that the wind speed exceeds a predetermined speed in the delivery period from the position of the delivery sender to the position of the delivery receiver, based on the acquired weather information, the position information of the delivery receiver, and the delivery period (S2503). That is, the delivery service management system 2401 determines whether or not there is a period in which the wind speed exceeds a predetermined speed during the delivery period.

When the delivery service management system 2401 determines that the wind speed does not exceed the predetermined speed in the delivery period estimated from the position of the delivery sender to the position of the delivery receiver based on the acquired weather information, the position information of the delivery receiver, and the delivery period (no in S2503), it instructs the store system 2404 to start picking of the commodity (S2508). The delivery service management system 2401 then ends the flowchart.

On the other hand, when the delivery service management system 2401 determines that the wind speed exceeds the predetermined speed in the delivery period from the position of the delivery sender to the position of the delivery receiver based on the acquired weather information, the position information of the delivery receiver, and the delivery period (yes in S2503), it is estimated that the user' S mobile terminal 2402 is notified of, for example, "the time is predicted to be strong wind". Is the dispatch time delayed? Does cancel without delay? "such content (S2504). The content of the notification in step S2504 is merely an example, and is not limited to the present disclosure.

Next, the delivery service management system 2401 determines, for example, a "whether to delay the delivery time? The answer to "is yes or not" (S2505). The content of the answer of step S2505 is merely an example, and is not limited to the present disclosure.

The distribution service management system 2401 is directed to "whether to delay the dispatch time? If the answer to "no" (no in S2505), the commodity ordered by the user is canceled (S2509).

On the other hand, the delivery service management system 2401 is directed to "whether to delay the delivery time? If the answer to "yes" (yes in S2505), the time period in which the wind speed is less than 10m is delayed until the predetermined time is set (S2506). Specifically, the delivery service management system 2401 calculates a time period in which the wind speed is less than 10m in the time period after the delivery for the predetermined time based on the weather information. The distribution service management system 2401 may automatically change to the latest time zone among the time zones having the wind speed of less than 10m, for example, or may display the time zone having the wind speed of less than 10m on the mobile terminal 2402 and prompt the user to select the time zone.

Next, the delivery service management system 2401 notifies the application of the portable terminal 2402 of the delivery scheduled time after the delay (S2507). For example, the distribution service management system 2401 may notify the user of the portable terminal 2402 or the vending machine 2408d. The delivery service management system 2401 then ends the flowchart.

Thus, in the delivery service management system 2401, when delivering the commodity ordered by the user to the delivery recipient, the commodity can be delivered to the user by changing the delivery time even if delivery is impossible due to a change in weather. In addition, in the delivery service management system 2401, when delivering the commodity ordered by the user to the delivery recipient, the order of the commodity can be canceled even if delivery is impossible due to a change in weather.

Working example 11

Fig. 169 is a flowchart illustrating the operation of the delivery service management system 2401 according to working example 11 of embodiment 19.

In this working example, it is assumed that the full-empty state of the vending machine 2408d is confirmed when ordering the commodity.

The delivery service management system 2401 inquires of the delivery recipient of the commodity ordered by the user about the full-air information of the vending machine 2408d of the delivery recipient (S2511). The vending machine 2408d confirms the state of the full bin itself with respect to the inquiry of the full information from the delivery service management system 2401, and responds to the full information as a result of the confirmation. The full-empty information is information indicating whether the vending machine 2408d is full, information indicating the number of empty rooms in the vending machine 2408d, or the like.

Next, when the full-space information is acquired from the vending machine 2408d, the delivery service management system 2401 determines whether or not the vending machine 2408d is full at the current point in time (S2512).

When it is determined that the vending machine 2408d is not full at the current time point (no at S2512), if the predetermined time is reached, the delivery service management system 2401 notifies the store system 2404 of an instruction to start picking of the commodity (S21517). Thus, the store system 2404 starts picking of the commodity by acquiring an instruction to start picking of the commodity. The delivery service management system 2401 then ends the flowchart.

When it is determined that the vending machine 2408d is full at the current point in time (yes at S2512), the delivery service management system 2401 transmits "the vending machine 2408d of the predetermined destination is full" to the portable terminal 2402. Is the delay of dispatch time, change to dispatch to the nearest vending machine 2408d, or no direct pickup next to vending machine 2408 d? Notification of the meaning (S2513). The content of the notification in step S2513 is merely an example, and is not limited to the present disclosure.

Next, the delivery service management system 2401 determines which one is selected by the user notification of step S2513 (S2514).

In step S2514, when it is determined that the user has selected the delay of the dispatch time, the dispatch service management system 2401 delays the dispatch time, which is the delay of the predetermined time from the start time of picking or the dispatch start time, and resets (S2515). In addition, when the delivery service management system 2401 delays the start time of picking or the delivery start time by a predetermined time, that is, a delay delivery time, it is set so that the user does not overlap with the commodity time period ordered by another user when receiving the commodity at the delivery receiving side.

Next, the delivery service management system 2401 notifies "since next delivery of the commodity is in progress, requesting to pick up the commodity within 10 minutes" to the subscriber before the user who delayed the delivery time of the commodity in step S2515. "such meaning (S2516). The delivery service management system 2401 then ends the flowchart. The content of the notification in step S2516 is merely an example, and is not limited to the present disclosure.

In step S2514, when it is determined that the user has selected the dispatch to the vending machine 2408d closest to 2 nd, the delivery service management system 2401 notifies the user of the dispatch destination and dispatch completion time in the selected vending machine 2408d closest to 2 nd (S2518).

Next, the distribution service management system 2401 notifies the store system 2404 of an instruction to start picking of the commodity (S2519). Thus, the store system 2404 starts picking of the commodity by acquiring an instruction to start picking of the commodity. The delivery service management system 2401 then ends the flowchart.

In step S2514, when it is determined that the user selects direct collection of the cargo, the delivery service management system 2401 notifies the mobile terminal 2402 of the fact that "collection is completed within a predetermined time after the arrival of the cargo handling device 10 q" when the direct collection is performed (S2520). Thus, the user can pay attention to the collection of the goods as the commodity immediately after the arrival of the goods handling apparatus 10 q. The content of the notification in step S2520 is merely an example, and is not limited to the present disclosure.

Next, the distribution service management system 2401 notifies the store system 2404 of an instruction to start picking of the commodity (S2521). Thus, the store system 2404 starts picking of the commodity by acquiring an instruction to start picking of the commodity.

Next, the delivered cargo handling device 10q discharges the cargo in the vicinity of the vending machine 2408d (S2522). Thereby, the user can collect the cargo from the cargo-handling device 10 q. The delivery service management system 2401 then ends the flowchart.

Embodiment 20

Fig. 170A is an oblique view illustrating the guide rail 7 according to embodiment 20. Fig. 170B is a plan view illustrating the guide rail 7 according to embodiment 20. Fig. 170C is a side view illustrating the guide rail 7 according to embodiment 20. Fig. 170D is a plan view and a side view illustrating the guide rail 7 according to embodiment 20.

Since the basic configuration of the guide rail 7 in the present embodiment is the same as that of the guide rail of embodiment 1 or the like as shown in fig. 170A to 170D, the same reference numerals as those described above are given to the basic configuration of the guide rail 7 in the present embodiment, and the description thereof is omitted appropriately. The basic configuration of the cargo transferring device in this embodiment is the same as that of the unmanned aerial vehicle of embodiment 1 and the like, and is the same as that of the cargo transferring device of embodiment 12 and the like, and therefore, the same reference numerals as those described above are given to the basic configuration of the cargo transferring device in this embodiment, and the description thereof is omitted appropriately. In this embodiment, the lifting system, the unmanned aerial vehicle, the express box, and the like according to embodiments other than embodiment 1 may be used.

First, the guide rail 7 is shown as extending in two directions around the pillar 19.

The guide rail 7 includes a 1 st guide rail 7a, a 2 nd guide rail 7b, and a 3 rd guide rail 7c.

The 1 st rail 7a is disposed so as to extend in a predetermined direction to the pillar 19, and the 2 nd rail 7b is disposed so as to extend in a left direction of the paper from the pillar 19 so as to intersect the longitudinal direction of the 1 st rail 7 a.

The 3 rd guide rail 7c is connected to the 1 st guide rail 7a and the 2 nd guide rail 7b so as to be continuous with the 1 st guide rail 7a and the 2 nd guide rail 7b, and is supported. Specifically, the 3 rd guide rail 7c has one end connected to the 1 st guide rail 7a and the other end connected to the 2 nd guide rail 7 b.

The 3 rd guide rail 7c is fixed to the stay 19 via the guide rail supporting portion 7x, and is disposed apart from the stay 19 so as to avoid the stay 19. The rail support portion 7x is fixed to the pillar 19 so as to protrude in a direction orthogonal to the extending direction of the pillar 19. That is, one end of the rail support portion 7x is connected to the stay 19. The other end of the rail support portion 7x is connected to the 3 rd rail 7c.

Further, a slope 7cs is formed at one end of the 3 rd guide rail 7c, and the slope 7cs enables mutual transfer on the 1 st guide rail 7a and the 3 rd guide rail 7c when the cargo handling device runs on the guide rail 7. A slope 7cs is also formed at the other end of the 3 rd guide rail 7c, and the slope 7cs allows the 2 nd guide rail 7b and the 3 rd guide rail 7c to be transferred to each other when the cargo handling device travels on the guide rail 7. That is, inclined surfaces 7cs are formed at both ends of the 3 rd guide rail 7c. Therefore, the cargo transferring device can smoothly transfer the cargo between the 1 st rail 7a and the 3 rd rail 7c and between the 2 nd rail 7b and the 3 rd rail 7c.

In the present embodiment, as shown in fig. 170D, the distance from one end of the 3 rd guide rail 7c to the pillar 19 and the distance from the other end of the 3 rd guide rail 7c to the pillar 19 are set to 2m. The shortest distance from the pillar 19 to the 3 rd guide rail 7c was set to 62cm. The 3 rd guide rail 7c is arc-shaped with a radius of 2m. The radius of the pillar 19 was set to 20cm. The height of the 3 rd guide rail 7c was set to 5cm.

Next, the guide rail 7 is shown as extending in three directions centering on the pillar 19 by way of example using fig. 171 to 172D.

Fig. 171 is an oblique view illustrating the guide rail 7 and the cargo transferring device 10q according to embodiment 20. Fig. 172A is a plan view illustrating the guide rail 7 according to embodiment 20. Fig. 172B is a side view illustrating the guide rail 7 according to embodiment 20. Fig. 172C is a partially enlarged perspective view illustrating the guide rail 7 according to embodiment 20. Fig. 172D is an enlarged plan view illustrating a top view and a side view of the guide rail 7 according to embodiment 20 and a connecting portion between the 3 rd guide rail 7c11, 7c12 and the 1 st guide rail 7 a.

As shown in fig. 171 to 172D, the guide rail 7 includes a 1 st guide rail 7a, a 2 nd guide rail 7b, and 3 rd guide rails 7c11, 7c12.

When the 1 st rail 7a, the 2 nd rail 7b, and the 3 rd rails 7c11, 7c12 are viewed in the horizontal direction, the 3 rd rails 7c11, 7c12 are disposed on the top surfaces of the 1 st rail 7a and the 2 nd rail 7 b.

One end of the 1 st rail 7a is fixed to the pillar 19, and extends from the pillar 19 in a predetermined direction. The 2 nd rail 7b extends in a direction intersecting the 1 st rail 7a, is fixed to a strut 19 disposed at an intersection with the 1 st rail 7a, and extends in two directions in a point-symmetrical manner about the strut 19. That is, the 1 st rail 7a and the 2 nd rail 7b have a T-shape in a plan view.

In the 3 rd guide rail 7C11, inclined surfaces 7cs are formed at both ends as in fig. 170C.

Further, a slope 7cs is formed at the other end of the 3 rd guide rail 7c12, and the slope 7cs enables mutual transfer on the 2 nd guide rail 7b and the 3 rd guide rail 7c12 when the cargo handling device 10q runs on the guide rail 7. No inclined surface 7cs is formed at one end of the 3 rd guide rail 7c 12. One end of the 3 rd guide rail 7c12 is connected to the 1 st guide rail 7a in a state separated from one end of the 3 rd guide rail 7c 11. That is, a gap 7s is formed between one end of the 3 rd guide rail 7c12 and the 3 rd guide rail 7c 11.

For example, when the cargo handling device 10q travels on the 1 st rail 7a and turns left, the cargo handling device 10q can travel as it is, and therefore the cargo handling device 10q can turn left at a high speed. When the load carrying device 10q is driven on the 1 st rail 7a and turns right, the load carrying device 10q lifts the link 2520 to separate the roller 2527 from the 3 rd rail 7c11, and advances the load carrying device 10q at a low speed to cause the 3 rd rail 7c11 to cross the gap 7s between one end of the 3 rd rail 7c12 and the 3 rd rail 7c 11. When the gap 7s is exceeded, the cargo handling device 10q lowers the link 2520, and sets the rollers 2527 on the 3 rd guide rail 7c 12. By proceeding at all of the connectors 2520, the cargo handling device 10q can be turned right at a low speed. Roller 2527 is one example of a rotating roller.

Next, a case of one 1 st rail 7a supported by the stay 19 is shown by way of example.

Fig. 173 is an oblique view illustrating the guide rail 7 according to embodiment 20. Fig. 174A is a plan view illustrating the guide rail 7 according to embodiment 20. Fig. 174B is a side view illustrating the guide rail 7 according to embodiment 20. Fig. 174C is a partially enlarged perspective view illustrating the guide rail 7 according to embodiment 20.

As shown in fig. 173 to 174C, the guide rail 7 includes a 1 st guide rail 7a and a detour guide rail 7C13.

The 1 st rail 7a extends in two directions in a point-symmetrical manner about the pillar 19. That is, the 1 st rail 7a has one side extending in a predetermined direction and the other side extending in a direction opposite to the predetermined direction.

The detour rail 7c13 is connected to cross the 1 st rail 7a and supported by the 1 st rail 7a. Specifically, one end of the bypass rail 7c13 is connected to the 1 st rail 7a on one side, and the other end is connected to the 1 st rail 7a on the other side. The detour rail 7c13 is fixed to the stay 19 via the rail support portion 7x, and is fixed to the 1 st rail 7a via the rail support portion 7 x. The detour guide 7c13 is disposed so as to bypass the stay 19 and be separated from the stay 19.

The rail support portion 7x is fixed to the pillar 19 so as to protrude in a direction orthogonal to the extending direction of the pillar 19. That is, one end of the rail supporting portion 7x is connected to the 1 st rail 7 a. The other end of the rail support portion 7x is connected to the detour rail 7c 13.

Further, a slope 7cs is formed at one end of the detour rail 7c13, and the slope 7cs allows the cargo handling device 10q to transfer to each other on the 1 st rail 7a and the detour rail 7c13 on one side when traveling on the rail 7. A slope 7cs is formed at the other end of the detour rail 7c13, and the slope 7cs allows the cargo handling device 10q to transfer to each other on the 1 st rail 7a and the detour rail 7c13 on the other side when traveling on the rail 7. That is, inclined surfaces 7cs are formed at both ends of the winding guide 7c 13. The detour guide 7c13 is an example of the 3 rd guide.

(modification of embodiment 20)

Fig. 175 is a perspective view, a side view, and a plan view illustrating the guide rail 7 and the guide rail support body 7x5 according to a modification of embodiment 20.

Since the basic configuration of the guide rail 7 in the present modification is the same as that of the guide rail of embodiment 1 and the like as shown in fig. 175, the same reference numerals as those described above are given to the basic configuration of the guide rail 7 in the present modification, and the description thereof is omitted appropriately. The guide rail 7 of the present modification differs from the embodiment 20 in that the guide rail 7 is supported by a plurality of guide rail supports 7x 5.

The guide rail 7 includes a 1 st guide rail 7a, a 2 nd guide rail 7b, and a 3 rd guide rail 7c.

The 1 st rail 7a and the 2 nd rail 7b intersect.

The 1 st rail 7a and the 2 nd rail 7b are coupled and supported by a plurality of rail supports 7x 5. Four rail supports 7x5 among the plurality of rail supports 7x5 are connected to the 1 st rail 7a and the 2 nd rail 7b so as to surround the intersection point of the 1 st rail 7a and the 2 nd rail 7 b.

One rail support 7x5a of the four rail supports 7x5 is connected to one side of the 1 st rail 7a and the other side of the 2 nd rail 7b with respect to an intersection point of the 1 st rail 7a and the 2 nd rail 7 b. The rail support 7x5a is also connected to the 3 rd rail 7c, and supports the 3 rd rail 7c.

The other rail support 7x5b of the four rail supports 7x5 is arranged substantially parallel to the longitudinal direction of the rail support 7x5 a. One end of the rail support 7x5b is connected to the other side of the 1 st rail 7a, and the other end is connected to the other side of the 2 nd rail 7 b.

One end of the other rail support 7x5c of the four rail supports 7x5 is connected to the contact point between the rail support 7x5a and the 1 st rail 7a, and the other end is connected to the contact point between the rail support 7x5b and the other side of the 2 nd rail 7 b.

One end of the remaining rail support 7x5d of the four rail supports 7x5 is connected to the contact point between the rail support 7x5a and the 2 nd rail 7b, and the other end is connected to the contact point between the rail support 7x5b and the other side of the 1 st rail 7 a.

The plurality of other rail supports 7x5e are arranged substantially parallel to the longitudinal direction of the rail support 7x5 c. One end of each of the rail supports 7x5e is connected to one side of the 1 st rail 7a, and the other end is connected to the other side of the 2 nd rail 7 b.

The plurality of other rail supports 7x5f are arranged substantially parallel to the longitudinal direction of the rail support 7x5 d. One end of each of the rail supports 7x5f is connected to one side of the 2 nd rail 7b, and the other end is connected to the other side of the 1 st rail 7 a.

In fig. 175, the rail support 7x5 is shown by way of example, but as shown in fig. 176, the rail support 7x5 may support the rail 7. Fig. 176 is a plan view and a side view illustrating another rail 7 and another rail support body 7x5 according to a modification of embodiment 20.

The 1 st rail 7a and the 2 nd rail 7b are coupled and supported by a plurality of rail supports 7x 5.

One rail support 7x5g of the plurality of rail supports 7x5 is connected to one side of the 1 st rail 7a and the 2 nd rail 7b with respect to an intersection point of the 1 st rail 7a and the 2 nd rail 7b, and the other end is connected to one side of the 2 nd rail 7 b. The rail support 7x5g is also connected to the 3 rd rail 7c, and supports the 3 rd rail 7c.

One rail support 7x5h of the plurality of rail supports 7x5 is arranged substantially parallel to the longitudinal direction of the rail support 7x5 g. One end of the rail support 7x5h is connected to the other side of the 1 st rail 7a, and the other end is connected to the other side of the 2 nd rail 7 b.

One end of one rail support 7x5i of the plurality of rail supports 7x5 is connected to the contact of the rail support 7x5g, and the other end is connected to the contact of the rail support 7x5 h.

In this way, since the plurality of rail supports 7x5 are connected at the intersection of the 1 st rail 7a and the 2 nd rail 7b, when the load carrying device 10q moves from the 1 st rail 7a to the 2 nd rail 7b via the 3 rd rail 7c, or vice versa, the rail 7 can be prevented from hanging down Fang Naoqu due to the weight of the load carrying device 10 q. Therefore, when the cargo handling device 10q turns right or left at the intersection of the 1 st rail 7a and the 2 nd rail 7b, the posture (inclination) of the cargo handling device 10q when traveling on the rail 7 can be maintained. Therefore, the cargo handling device 10q is less likely to fall off the guide rail 7.

Embodiment 21

Fig. 177 is an oblique view illustrating the cargo-handling device 10q1 according to embodiment 21. Fig. 178A is a diagram illustrating an internal configuration of the 1 st link 2521 and the 2 nd link 2522 of the cargo transferring device 10q1 according to embodiment 21. Fig. 178B is a diagram illustrating an internal structure of the 3 rd link 2523 of the cargo transferring device 10q1 according to embodiment 21.

Hereinafter, as shown in fig. 177 to 178B, the basic configuration of the cargo transferring device 10q1 in the present embodiment is the same as that of the unmanned aerial vehicle of embodiment 1 or the like, and is the same as that of the cargo transferring device of embodiment 12 or the like, and therefore, the same reference numerals as those described above are given to the basic configuration of the cargo transferring device 10q1 in the present embodiment, and description thereof is omitted as appropriate.

The cargo conveyance apparatus 10q1 is an unmanned moving body or the like that runs on the guide rail 7. That is, the cargo handling device 10q1 is movable along the guide rail 7 in a state of being connected to the guide rail 7 distributed over the ground. For example, the cargo handling device 10q1 can transport cargoes from the delivery sender to the delivery receiver in a state where a plurality of links 2520 are connected to the guide rail 7.

The cargo conveyance apparatus 10q1 includes a main body 2501, a rail slider portion 2510, a control processing portion 2530, a plurality of links 2520, a turntable 2540, a side screw 2551, and a screw drive motor 2552.

The main body 2501 is a rectangular housing elongated in the longitudinal direction of the guide rail 7. A plurality of connectors 2520, a rotary table 2540, and the like are provided on the top surface side of the main body 2501. A rail slider 2510 and the like are provided on the lower surface side of the main body 2501. The cargo-handling device 10q1 may have a plurality of propellers that can be driven to fly by a propeller drive motor to fly the main body 2501.

The rail slider 2510 can extend relative to the main body 2501. The rail slider portion 2510 includes a slider body 2510a, a cargo holding portion 2555 and a motor driving portion.

The slider body 2510a is coupled to the body 2501. The slider body 2510a is long in the longitudinal direction of the body 2501. In the present embodiment, the slider body 2510a is coupled to the lower surface of the body 2501, but may extend in the longitudinal direction of the body 2501 or retract so as to return to the original position.

Slider body 2510a includes a 1 st slider 2511 and a 2 nd slider 2512. The slider body 2510a has two sliders, but may have one slider or three or more sliders. The 1 st slider 2511, the 2 nd slider 2512, and the like are sometimes collectively referred to as sliders. Although not shown, a balancer may be provided on the side of the side propeller 2551 of the slider to balance the load with the counterweight.

The 1 st slider 2511 and the 2 nd slider 2512 are arranged on one side of the main body 2501, extend further in the longitudinal direction of the main body 2501 from one side of the main body 2501, or retract so as to return to the original positions. When the 1 st slider 2511 and the 2 nd slider 2512 are extended away from the body 2501, the 1 st slider 2511, the 2 nd slider 2512, and the slider body 2510a are arranged in this order.

Specifically, the 1 st slider 2511 is disposed vertically below the body 2501, and may extend from one side of the body 2501 in the longitudinal direction of the body 2501 so as to be away from the body 2501, or may be retracted so as to be located vertically below the body 2501. The 2 nd slider 2512 is connected to the vertical lower surface of the 1 st slider 2511, and may extend from one side of the 1 st slider 2511 in the longitudinal direction of the main body 2501 so as to be away from the main body 2501, or may be retracted so as to be located vertically below the main body 2501.

A cargo holding portion 2555 is provided at the front end of the rail slider portion 2510. In the present embodiment, a cargo holding portion 2555 is provided at the tip of the 2 nd slider 2512.

The cargo holding portion 2555 can be disposed at one end of the rail slider portion 2510 to hold the mounted cargo. Further, although the cargo holding portion 2555 is provided at the tip of the 2 nd slider 2512, there are cases where there is one slider or three or more sliders. In this case, the cargo holding portion 2555 is provided at the tip of the slider farthest from the main body 2501 in the state where all the sliders are extended.

When the cargo handling device 10q1 reaches the guide rail 7 located before the delivery destination, the control processing unit 2530 drives the motor capable of rotating the turntable 2540, thereby rotating the turntable 2540 and rotating the 3 rd link 2523.

After the rotation table 2540 rotates the main body 2501, the control processing unit 2530 controls the motor driving unit to extend the plurality of sliders relative to the main body 2501. Specifically, the control processing unit 2530 controls the motor driving unit so as to extend the 1 st slider 2511 and the 2 nd slider 2512 from the body main body 2501.

The control processor 2530 controls the rear propeller drive motor 2552 for rotating the side propeller 2551 to control the traveling speed of the cargo handling device 10q1 (the number of rotations of the side propeller 2551) or to stop traveling of the cargo handling device 10q 1.

The motor driving unit extends the plurality of sliders relative to the main body 2501. Specifically, the motor driving unit extends the 1 st slider 2511 and the 2 nd slider 2512 in the longitudinal direction of the body 2501 so as to be away from the body 2501 in response to a control instruction from the control processing unit 2530.

The connector 2520 is held (connected) to a guide rail 7 located at an upper portion of the main body 2501. Specifically, the connector 2520 can be connected to the guide rail 7 at a position away from the ground in a state where the body main body 2501 is suspended. In the present embodiment, a plurality of connectors 2520 are provided on the main body 2501. The plurality of connectors 2520 includes a 1 st connector 2521, a 2 nd connector 2522, and a 3 rd connector 2523. In the present embodiment, as the plurality of connectors 2520, three connectors 2520, namely, a 1 st connector 2521, a 2 nd connector 2522, and a 3 rd connector 2523, are provided. The number of the plurality of connectors 2520 may be two or four or more.

The 1 st link 2521 is located at one side in the longitudinal direction of the body main body 2501. The 2 nd link 2522 is located at the other side in the longitudinal direction of the body main body 2501. The 3 rd connector 2523 is located at a central portion between one side and the other side in the longitudinal direction of the body main body 2501. The connector 2520 is an example of a rail holding portion. The 1 st link 2521 is an example of a1 st rail holding portion. The 2 nd link 2522 is an example of a2 nd rail holding portion. The 3 rd link 2523 is an example of a3 rd guide rail holding portion.

As shown in fig. 178A and 178B, the 1 st, 2 nd, and 3 rd connectors 2521, 2522, and 2523 each have a roller support portion 2525a, a spring 2525B, a shaft 2525c, a slide motor 2526, a roller 2527, and a roller shaft support portion 2525d.

The roller support portion 2525a is vertically retractable with respect to the main body 2501.

Specifically, the roller support portion 2525a includes a housing shell 2525a1 and a spring guide portion 2525a2.

The housing 2525a1 has a bottomed cylindrical shape with a vertically upper opening, and accommodates the spring 2525b and the spring guide 2525a2 therein. The spring guide 2525a2 is formed in a bottomed cylindrical shape having a vertical lower opening, and accommodates the slide motor 2526 and a part of the shaft 2525c therein. A flange 2525a3 for supporting one end of the spring 2525b is formed at the end of the spring guide 2525a2 on the vertically upper side. A spring 2525b is provided on the outer periphery of the spring guide 2525a2.

The spring guide 2525a2 is movable vertically upward with respect to the housing case 2525a1 by driving the slide motor 2526. At this time, the spring guide 2525a2 is slidingly moved while being guided by the housing case 2525a 1.

The spring 2525b is a coil spring, and is provided on the outer periphery of the spring guide 2525a2 in a state of being inserted by the spring guide 2525a 2. One end of the spring 2525b is supported by the flange 2525a3 of the spring guide 2525a2, and the other end of the spring 2525b is supported by the bottom of the outer shell 2525a 1.

When the drive of the slide motor 2526 is stopped, the spring 2525b pulls the spring guide portion 2525a2 by the elastic force of the spring 2525b, so that the spring guide portion 2525a2 moves vertically downward, and the spring guide portion 2525a2 can be accommodated inside the housing case 2525a 1.

The shaft 2525c is inserted into the housing 2525a1, and has one end coupled to the main body 2501 and the other end provided with a roller 2527 and a roller shaft support portion 2525d. A slide motor 2526 is mounted on the shaft 2525 c. The shaft 2525c is partially movable vertically upward by driving a slide motor 2526.

Specifically, the shaft 2525c extends in the vertical direction, and is configured by a cylindrical 1 st shaft and a cylindrical 2 nd shaft into which a part of the 1 st shaft is inserted. The 1 st axis is a free end having one end inserted into the 2 nd axis and movable in the vertical direction, and the other end is connected to the body main body 2501. One end of the 2 nd shaft is connected to an upper end of the spring guide 2525a2, and the other end is connected to the slide motor 2526. Therefore, when the slide motor 2526 is driven, the 2 nd shaft moves in the vertical direction while being guided by the 1 st shaft.

The slide motor 2526 is, for example, a stepping motor, and is accommodated in the spring guide 2525a 2. The slide motor 2526 is controlled by the control processing unit 2530, and applies a force vertically upward from the housing case 2525a1 to the spring guide portion 2525a2 via the shaft 2525c, so that the spring guide portion 2525a2 protrudes from the housing case 2525a 1. That is, the slide motor 2526 can slide the spring guide portion 2525a2 vertically upward with respect to the housing case 2525a 1. The slide motor 2526 is an example of a motor.

The rollers 2527 can travel on the guide rail 7 by rotatably contacting the guide rail 7. The roller 2527 is rotatably supported by a roller shaft support portion 2525d at the vertical upper end of the roller support portion 2525 a. Further, the rollers 2527 are formed with recesses capable of engaging with the guide rail 7. Therefore, the roller 2527 is less likely to derail from the guide rail 7.

The roller shaft support portion 2525d is fixed to a vertical upper end of the roller support portion 2525a, and extends in a direction orthogonal to the longitudinal direction of the roller support portion 2525 a. The roller shaft support portion 2525d rotatably shaft-supports the roller 2527 with respect to the guide rail 7. The roller shaft support portion 2525d may have a motor. In this case, the roller 2527 is rotated by being coupled to the rotation shaft of the motor.

As shown in fig. 178B, the 3 rd link 2523 further has a slider 2529, and the slider 2529 slides on a slide rail 2541 provided on the rotary table 2540. The slider 2529 is coupled to a vertical end of the 3 rd link 2523.

In the present embodiment, the 3 rd link 2523 has two rollers 2527 and two roller shaft supporting portions 2525d, but each of them may have three or more, or may have one. Further, the 1 st link 2521 and the 2 nd link 2522 have one roller 2527 and one roller shaft support portion 2525d, but may have two or more.

Here, the roller 2527 of the 1 st link 2521 is an example of a 1 st rotation roller. The roller 2527 of the 2 nd link 2522 is an example of a 2 nd rotary roller. Two rollers 2527 of the 3 rd link 2523 are one example of a 3 rd rotary roller and a 4 th rotary roller.

The rotary table 2540 is a top surface of the main body 2501, and is provided between the main body 2501 and the 3 rd coupling body 2523. The 3 rd connector 2523 is coupled to the rotary table 2540. The rotary table 2540 imparts a stress for rotating the main body 2501 in response to a control instruction from the control processing unit 2530. Thus, the rotary table 2540 can rotate the main body 2501 about the center point O when the 3 rd link 2523 is connected to the guide rail 7. In this way, the rotation table 2540 rotates the main body 2501 so that the longitudinal direction of the trunk intersects the direction along the guide rail 7 substantially perpendicularly.

The rotary table 2540 has a linear slide rail 2541 including a rotation center. A slider 2529 provided on the 3 rd link 2523 is slidably moved on a slide rail 2541. At both ends of the slide rail 2541, stoppers are provided so that the slider 2529 is not disengaged from the slide rail 2541.

Fig. 179A is a diagram illustrating an internal configuration of a turntable 2540 of the cargo transferring device according to embodiment 21.

As shown in fig. 179A, the rotary table 2540 has a rotary shaft 2542 and a table 2540a that rotates around the rotary shaft 2542. The rotation shaft 2542 extends in the vertical direction so as to be orthogonal to the top surface of the main body 2501. The motor 2543 provided in the main body 2501 is controlled and driven by the control processing unit 2530, and the rotation shaft 2542 is rotated via the motor 2543 and the worm 2544. A table 2540a is coupled to a vertically upper portion of the rotation shaft 2542. The table 2540a has a disk shape. A rotation shaft 2542 is coupled to a central portion of the table 2540a. As shown in fig. 177, a slide rail 2541 is disposed on the top surface of the table 2540a.

Fig. 179B is a side view illustrating a slide rail 2541 of the cargo-handling device 10q1 according to embodiment 21. Fig. 179C is a front view illustrating a slider 2529 of the cargo-handling device 10q1 according to embodiment 21. In fig. 179C, the motor 2545 is not illustrated. Fig. 179D is a front view illustrating an L-side component of a slider 2529, a screw 2541c, and a guide 2541a of the cargo-handling device 10q1 according to embodiment 21. Fig. 179E is a front view illustrating an R-side component of a slider, a screw 2541c, and a guide 2541a of the cargo transferring device 10q1 according to embodiment 21.

As shown in fig. 179B to 179E, the slide rail 2541 is, for example, a linear guide. The slide rail 2541 is composed of two guides 2541a, a guide rail 2541b, two lead screws 2541c, a motor 2545, and the like. While the two guides 2541a maintain the posture of the slider 2529, the two motors 2541d rotate the two lead screws 2541c synchronously one by one, so that the slider 2529 can be moved in the longitudinal direction of the guide rail 2541 b. The slide block 2529 is configured by, for example, two clutch blocks 2541e and a linear block 2541 f. The slider 2529 can be moved along the slide rail 2541 by controlling the motor 2545 provided on the rotary table 2540 by the control processing unit 2530.

As shown in fig. 177, a side propeller 2551 is provided on the other side (the opposite side to the traveling direction) of the main body 2501. The side propeller 2551 imparts a propulsive force to the main body 2501 in a direction parallel to the guide rail 7. Specifically, the side propeller 2551 is rotated by a propeller drive motor 2552 attached to the propeller support 22a9, and thereby thrust is imparted to the main body 2501.

The propeller drive motor 2552 controls the number of rotations of the side propeller 2551 in response to a control instruction from the control processing unit 2530.

In this way, in the cargo handling device 10q1, the rollers 2527 can be separated from the guide rail 7 by extending the link 2520. Further, by contracting the link 2520, the rollers 2527 can also be placed on the guide rail 7. In fig. 177, all the connectors 2520 are arranged on the right side when viewed in the traveling direction, but the 3 rd connector 2523 can also be arranged on the left side when viewed in the traveling direction by rotating the rotary table 2540. Further, by rotating the rotary table 2540 with only the 3 rd link 2523 being coupled to the guide rail 7, the main body 2501 rotates, and thus the traveling direction of the cargo transferring device 10q1 can be reversed. Further, by moving the slider 2529 provided on the slide rail 2541 of the rotary table 2540, the 3 rd link 2523 can be transferred in the horizontal direction. That is, the roller 2527 of the 3 rd link 2523 can be moved away from or closer to the guide rail 7 in the horizontal direction. Further, by extending 1 st slider 2511 and 2 nd slider 2512, the load can be delivered to a position horizontally away from load carrying device 10q 1.

(modification of embodiment 21)

Fig. 180 is an oblique view illustrating a cargo transferring device 10q2 according to a modification of embodiment 21.

Hereinafter, as shown in fig. 180, the basic configuration of the cargo transferring device 10q2 according to the present modification is the same as that of the unmanned aerial vehicle according to embodiment 1 or the like, and is the same as that of the cargo transferring device according to embodiment 21 or the like, and therefore, the same reference numerals as those described above are given to the basic configuration of the cargo transferring device 10q2 according to the present modification, and description thereof is omitted appropriately. The cargo transferring device 10q2 according to the present modification differs from the cargo transferring device according to embodiment 21 in that the 1 st link 2521, the 2 nd link 2522, the rotary table 2540, and the 3 rd link 2523 move relative to the main body 2501. The cargo transferring device 10q2 according to the present modification does not have the slide rail of embodiment 21, but may have a slide rail. The 3 rd link 2523 of the cargo transferring device 10q2 does not have a lifting mechanism based on a spring 2525b, a slide motor 2526, and the like.

The cargo transferring device 10q2 according to the present modification includes 1 st slide mechanisms 2560a and 2560b for moving the 1 st link 2521 and the 2 nd link 2522.

The 1 st slide mechanism 2560a is disposed between the 1 st link 2521 and the body 2501, and extends relative to the body 2501. The 1 st slide mechanism 2560b is disposed between the 1 st link 2521 and the body 2501, and extends relative to the body 2501. The 1 st slide mechanism 2560a is an example of the 2 nd slide block portion. The 1 st slide mechanism 2560b is an example of the 3 rd slide block portion.

Specifically, the 1 st slide mechanism 2560a includes a link support portion 2562a that slides in a horizontal direction along a direction orthogonal to the longitudinal direction of the main body 2501, and a slide main body portion 2561a that supports the link support portion 2562a so as to be slidable. The 1 st sliding mechanism 2560b includes a link support portion 2562b that slidably moves in a horizontal direction along a direction orthogonal to the longitudinal direction of the main body 2501, and a sliding body portion 2561b that slidably supports the link support portion 2562 b.

The connector support portion 2562a is disposed on the front end side (the traveling direction side) and the rear end side (the opposite side to the traveling direction) of the main body 2501, and the connector support portion 2562b is disposed on the front end side (the traveling direction side) and the rear end side (the opposite side to the traveling direction) of the main body 2501. The link support portions 2562a and 2562b slide along the longitudinal direction and the horizontal direction of the slider body portions 2561a and 2561b. Specifically, the connector support portions 2562a and 2562b slide in a direction orthogonal to the longitudinal direction of the main body 2501, that is, in a direction substantially parallel to the horizontal direction.

The slider body portions 2561a and 2561b are elongated in a predetermined direction with respect to the body main body 2501, and are connected to the body main body 2501. Specifically, the slider body portions 2561a and 2561b are provided in the horizontal direction with respect to the longitudinal direction of the body 2501 by a slide motor 2563 provided in the body 2501. Accordingly, the slider body portions 2561a, 2561b guide the link support portions 2562a, 2562b so as to be slidable in a direction orthogonal to the longitudinal direction of the body main body 2501.

The slide motor 2563 is provided in the main body 2501, and is controlled by the control processing unit 2530, so that the slide body portions 2561a and 2561b can slide in the vertical direction with respect to the main body 2501.

The cargo transferring device 10q2 according to the present modification further includes a 2 nd slide mechanism 2564 for moving the turntable 2540 and the 3 rd link 2523 in the vertical direction.

The 2 nd slide mechanism 2564 includes a rotary table 2540, a shaft motor 2567, and a shaft 2565, and the shaft 2565 is inserted through the rotary table 2540 and coupled to the 3 rd coupling body 2523.

The rotary table 2540 is disposed between the 3 rd link 2523 and the main body 2501. The rotary table 2540 extends the 1 st slide mechanism 2560a and the 1 st slide mechanism 2560b, separates the 1 st link 2521 and the 2 nd link 2522 from the guide rail, and then rotates the main body 2501 under control of the control processing unit 2530.

The shaft motor 2567 is controlled by the control processing unit 2530, and can move the shaft 2565 in the vertical direction with respect to the main body 2501 and the rotary table 2540.

The shaft 2565 is inserted through the center of the turntable 2540, and the 3 rd connector 2523 is coupled to the vertical upper end. The shaft motor 2567 is controlled by the control processing unit 2530 so that the shaft 2565 is movable in the vertical direction.

Embodiment 22

Fig. 181A is an oblique view illustrating the guide rail 7 and the guide rail connecting body 2570 according to embodiment 22. Fig. 181B is another perspective view illustrating the guide rail 7 and the guide rail connecting body 2570 according to embodiment 22. Fig. 182 is an oblique view illustrating the 1 st joint T1 of the 1 st rail 7a and the 2 nd joint T2 of the 2 nd rail 7b according to embodiment 22.

Hereinafter, as shown in fig. 181A, 181B, and 182, the basic configuration of the guide rail 7 in the present embodiment is the same as that of the guide rail 7 in embodiment 1 and the like, and therefore, the same reference numerals as those described above are given to the basic configuration of the guide rail 7 in the present embodiment, and the description thereof is omitted appropriately.

In this embodiment, the 1 st rail 7a and the 2 nd rail 7b are coupled by the rail coupling body 2570.

The rail connecting body 2570 has an L-shape or an inverted L-shape, and can connect the 1 st rail 7a and the 2 nd rail 7b at a portion where the 1 st rail 7a and the 2 nd rail 7b intersect with each other. Fig. 181A illustrates a guide rail connecting body 2570 which is L-shaped, i.e., is disposed on the left side in the traveling direction, when viewed along the longitudinal direction of the 1 st guide rail 7 a. Fig. 181B illustrates a rail connecting body 2570 which is inverted L-shaped, i.e., is disposed on the right side in the traveling direction, when viewed along the longitudinal direction of the 1 st rail 7 a.

The rail coupling body 2570 can couple the 1 st rail 7a and the 2 nd rail 7b in an inverted L shape when viewed along the longitudinal direction of the 1 st rail 7 a.

The rail coupling body 2570 has a 1 st rail coupling portion 2571a, a 1 st rail extension portion 2571b, a 2 nd rail coupling portion 2572a, and a 2 nd rail extension portion 2572b.

The 1 st rail connecting portion 2571a is connected to the 1 st rail 7 a. Specifically, the 1 st rail 7a is inserted through the 1 st insertion hole of the 1 st rail coupling portion 2571a, whereby the 1 st rail coupling portion 2571a is coupled to the 1 st rail 7 a. The 1 st rail connecting portion 2571a is connected to the 1 st rail extending portion 2571b on the vertical lower surface.

One end of the 1 st rail extension portion 2571b is connected to the 1 st rail coupling portion 2571a, and the other end of the 1 st rail extension portion 2571b is connected to the other end of the 2 nd rail coupling portion 2572 a. The 1 st rail extension portion 2571b extends from the 1 st rail coupling portion 2571a in a direction perpendicular to the longitudinal direction of the 1 st rail 7a and in a horizontal direction.

The 2 nd rail connecting portion 2572a is connected to the 2 nd rail 7 b. Specifically, the 2 nd rail 7b is inserted through the 2 nd insertion hole of the 2 nd rail coupling portion 2572a, whereby the 2 nd rail coupling portion 2572a is coupled to the 2 nd rail 7 b. The 2 nd rail connecting portion 2572a is connected to the 2 nd rail extending portion 2572b on the vertical lower surface.

One end of the 2 nd rail extension portion 2572b is connected to the 2 nd rail coupling portion 2572a, and the other end of the 2 nd rail extension portion 2572b is connected to the other end of the 1 st rail coupling portion 2571 a. The 2 nd rail extension portion 2572b extends from the 2 nd rail coupling portion 2572a in a direction perpendicular to the longitudinal direction of the 2 nd rail 7b and in the vertical direction.

As described above, as shown in fig. 181A to 182, the rail connecting body 2570 is connected to the 2 nd rail 7b at a position apart from the position of the 2 nd rail 7b vertically above the 1 st connecting point T1, wherein the 1 st connecting point T1 is a point at which the rail connecting body 2570 is connected to the 1 st rail 7 a. In other words, the 2 nd rail connecting portion 2572a and the 2 nd rail extending portion 2572b are disposed at positions apart from the 1 st rail 7 a. That is, when the 1 st rail 7a and the 2 nd rail 7b are viewed in the vertical direction, the 1 st joint T1 between the rail connecting body 2570 and the 1 st rail 7a and the 2 nd joint T2 between the rail connecting body 2570 and the 2 nd rail 7b are located at positions apart from each other, not in the vertical direction. Therefore, a space through which the rollers 2527 of the article transport device 10q2 pass is formed between the 1 st rail 7a and the 2 nd rail connecting portion 2572 a.

Therefore, in the case of fig. 181A, the cargo handling device 10q2 easily turns right from the 1 st rail 7a to the 2 nd rail 7 b. In fig. 181B, the cargo handling device 10q2 is easily turned left from the 1 st rail 7a to the 2 nd rail 7B.

The cargo-handling device 10q2 is rotatable left in fig. 181A and rotatable right in fig. 181B.

Embodiment 23

Hereinafter, since the basic configuration of the cargo transferring device 10q1 in the present embodiment is the same as that of the cargo transferring device of embodiment 21 and the like, the same reference numerals are given to the basic configuration of the cargo transferring device 10q1 in the present embodiment as described above, and the description thereof is omitted appropriately. The basic configuration of the cargo transferring device 10q1 of the present embodiment is the same as that of the unmanned aerial vehicle of embodiment 1 and the like, and is the same as that of the cargo transferring device of embodiment 12 and the like, and therefore, the same reference numerals as those described above are given to the basic configuration of the cargo transferring device 10q1 of the present embodiment, and the description thereof is omitted as appropriate. In this embodiment, the lifting system, the unmanned aerial vehicle, the express box, and the like according to embodiments other than embodiment 1 may be used.

Working example 1

Fig. 183 is a plan view and a side view illustrating an operation of the cargo transferring device 10q1 according to embodiment 23.

In this working example, the cargo handling device 10q1 rotates the body main body 180 ° on the guide rail 7. The following is assumed: the load carrying device 10q1 stops on the rail 7, and the 1 st link 2521, the 2 nd link 2522, and the 3 rd link 2523 of the load carrying device 10q1 are coupled to the rail 7.

First, as shown in a1 and a2 of fig. 183, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, thereby contracting the 3 rd link 2523 of the cargo handling device 10q 1.

As a result, as shown in b1 and b2 of fig. 183, the body of the cargo transferring device 10q1 is lifted, and the rollers 2527 of the 1 st link 2521 and the rollers 2527 of the 2 nd link 2522 are separated from the guide rail 7. At this time, the 1 st link 2521, the 2 nd link 2522, and the 3 rd link 2523 are coupled to the side surface of the body main body with respect to the center portion of the body main body, and thus the body main body is inclined with respect to the horizontal plane. The control processing unit may control the slide rail of the rotary table 2540, for example, to shift the position of the 3 rd link 2523 relative to the main body of the main body so as to tilt the main body of the main body.

Next, as shown in c1 of fig. 183, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, so that the 3 rd link 2523 of the cargo handling device 10q1 is extended. Therefore, the 1 st link 2521 and the 2 nd link 2522 are not in contact with the rail 7, and the rollers 2527 of the 1 st link 2521 and the rollers 2527 of the 2 nd link 2522 are arranged vertically below the rail 7.

Next, as shown in d1 and e1 of fig. 183, the control processing unit of the cargo conveyance apparatus 10q1 controls the rotary table 2540 to rotate the rotary table 2540 by 180 °. Thereby, the direction of the cargo transferring device 10q1 is reversed.

Next, as shown in f1 of fig. 183, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, thereby contracting the 3 rd link 2523 of the cargo handling device 10q 1. As a result, the body of the cargo handling device 10q1 is lifted, and the rollers 2527 of the 1 st link 2521 and the rollers 2527 of the 2 nd link 2522 are arranged vertically above the guide rail 7. The 1 st link 2521 and the 2 nd link 2522 are disposed opposite to the 3 rd link 2523 via the guide rail 7. At this time, the 3 rd link 2523 is disposed on the side surface of one side of the body from the center of the body, and the 1 st link 2521 and the 2 nd link 2522 are disposed on the side surface of the other side of the body from the center of the body, so that the body is in a posture substantially parallel to the horizontal plane or slightly inclined to the other side of the body.

Next, as shown in g1 and h1 of fig. 183, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, thereby restoring the 3 rd link 2523 of the cargo handling device 10q1 to the original length. Accordingly, the rollers 2527 of the 1 st link 2521 and the rollers 2527 of the 2 nd link 2522 are disposed on the guide rail 7. In this way, the cargo transferring device 10q1 starts traveling.

The control processing unit of the cargo handling device 10q1 may control the slide motor of the 3 rd link 2523 to extend the 3 rd link 2523 of the cargo handling device 10q1, thereby separating the rollers 2527 of the 3 rd link 2523 from the guide rail 7. The control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, and causes the 3 rd link 2523 of the cargo handling device 10q1 to retract, thereby disposing the roller 2527 of the 3 rd link 2523 vertically below the guide rail 7. The control processing unit of the cargo conveyance apparatus 10q1 controls the rotary table 2540 so that the rotary table 2540 rotates 180 °. Thus, the 3 rd connector 2523 is disposed on the other side of the body main body, similarly to the 1 st connector 2521 and the 2 nd connector 2522. In this way, the cargo transferring device 10q1 starts traveling.

Working example 2

Fig. 184A is a plan view and a side view illustrating an operation of the cargo transferring device 10q1 according to embodiment 23 when the intersection of the 1 st rail 7a and the 2 nd rail 7b is turned left.

In fig. 184A, a case of left-turning from the 1 st rail 7a to the 2 nd rail 7b is assumed. In addition, the following is assumed: the 1 st rail 7a and the 2 nd rail 7B are connected by a rail connecting body of fig. 181B, that is, a rail connecting body disposed on the right side when viewed along the 1 st rail 7 a. In addition, the following is assumed: the 1 st link 2521, the 2 nd link 2522 and the 3 rd link 2523 of the cargo handling device 10q1 are arranged on opposite sides of the rail links via the 1 st rail 7 a. The following is assumed: the load carrying device 10q1 stops on the 1 st rail 7a, and the 1 st link 2521, the 2 nd link 2522, and the 3 rd link 2523 of the load carrying device 10q1 are connected to the 1 st rail 7 a.

First, as shown in a1 of fig. 184A, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, thereby contracting the 3 rd link 2523 of the cargo handling device 10q 1. Thereby, the body of the cargo handling device 10q1 is lifted, and the rollers 2527 of the 1 st link 2521 and the rollers 2527 of the 2 nd link 2522 are separated from the 1 st rail 7 a. The control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, so that the 3 rd link 2523 of the cargo handling device 10q1 is extended. Therefore, the 1 st link 2521 and the 2 nd link 2522 are not in contact with the 1 st rail 7a and the 2 nd rail 7b, and the rollers 2527 of the 1 st link 2521 and the rollers 2527 of the 2 nd link 2522 are arranged vertically below the 1 st rail 7 a.

Next, as shown in b1 and c1 of fig. 184A, the control processing unit of the cargo conveyance apparatus 10q1 controls the rotary table 2540 so that the rotary table 2540 rotates counterclockwise by 90 °.

As a result, as shown in a2 of fig. 184A, the cargo handling device 10q1 is in a posture in which the longitudinal direction of the cargo handling device 10q1 is parallel to the longitudinal direction of the 2 nd rail. That is, the roller 2527 of the 1 st link 2521 and the roller 2527 of the 2 nd link 2522 are arranged vertically below the 2 nd rail 7 b.

Next, as shown in b2 of fig. 184A, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, thereby contracting the 3 rd link 2523 of the cargo handling device 10q 1. As a result, the body of the cargo handling device 10q1 is lifted, and the rollers 2527 of the 1 st link 2521 and the rollers 2527 of the 2 nd link 2522 are arranged vertically above the 2 nd rail 7 b.

Next, as shown in c2 of fig. 184A, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, thereby restoring the 3 rd link 2523 of the cargo handling device 10q1 to the original length. Accordingly, the roller 2527 of the 1 st link 2521 and the roller 2527 of the 2 nd link 2522 are disposed on the 2 nd rail 7 b.

Next, as shown in d2 of fig. 184A, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523 to extend the 3 rd link 2523 of the cargo handling device 10q1, and thereby the roller 2527 of the 3 rd link 2523 is separated from the 1 st rail 7a. At this time, the roller 2527 of the 3 rd link 2523 is disposed vertically above the 1 st rail 7a and the 2 nd rail 7 b.

Next, as shown in e2 of fig. 184A, the control processing unit of the cargo conveyance apparatus 10q1 controls the rotary table 2540 so that the rotary table 2540 rotates clockwise by 90 °. Thus, the roller 2527 of the 3 rd link 2523 is disposed vertically above the 2 nd rail 7 b. The control processing unit of the load carrying device 10q1 controls the motor of the 1 st link 2521 and the motor of the 2 nd link 2522 to rotate the rollers 2527, thereby slightly advancing the 2 nd link 2522 to approach the 1 st rail 7a.

Next, as shown in f2 of fig. 184A, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, thereby contracting the 3 rd link 2523 of the cargo handling device 10q 1. Thereby, the body of the cargo handling device 10q1 is lifted, and the rollers 2527 of the 1 st link 2521 and the rollers 2527 of the 2 nd link 2522 are separated from the 2 nd rail 7 b.

Next, as shown in g2 of fig. 184A, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, thereby extending the 3 rd link 2523 of the cargo handling device 10q 1. Therefore, the 1 st link 2521 and the 2 nd link 2522 are not in contact with the 1 st rail 7a and the 2 nd rail 7b, and the rollers 2527 of the 1 st link 2521 and the rollers 2527 of the 2 nd link 2522 are arranged vertically below the 2 nd rail 7 b.

Next, as shown in h2 of fig. 184A, the control processing unit of the cargo handling device 10q1 controls the motor of the 3 rd link 2523, and advances the 2 nd link 2522 until it passes through the 1 st rail 7a.

Next, as shown in i2 of fig. 184A, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, and contracts the 3 rd link 2523 of the cargo handling device 10q1, so that the rollers 2527 of the 1 st link 2521 and the rollers 2527 of the 2 nd link 2522 are arranged vertically above the 2 nd rail 7 b.

Next, as shown in j2 of fig. 184A, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, thereby restoring the 3 rd link 2523 of the cargo handling device 10q1 to the original length. Accordingly, the roller 2527 of the 1 st link 2521 and the roller 2527 of the 2 nd link 2522 are disposed on the 2 nd rail 7 b.

In this way, the cargo transferring device 10q1 starts traveling.

In fig. 184A, a left turn is illustrated, but in fig. 184B, a right turn is illustrated.

Fig. 184B is a plan view and a side view illustrating an operation of the cargo transferring device according to embodiment 23 when the intersection of the 1 st rail and the 2 nd rail is turned right. The case of right turn is also similar to the case of left turn as shown in fig. 184A, and therefore, the description is omitted appropriately.

In fig. 184B, a case of turning right from the 1 st rail 7a to the 2 nd rail 7B is assumed. In addition, the following is assumed: the 1 st rail 7a and the 2 nd rail 7b are connected by a rail connecting body of fig. 181A, that is, a rail connecting body disposed on the left side when viewed along the 1 st rail 7 a. In addition, the following is assumed: the 1 st link 2521, the 2 nd link 2522 and the 3 rd link 2523 of the cargo handling device 10q1 are arranged on opposite sides of the rail links via the 1 st rail 7 a. The following is assumed: the load carrying device 10q1 stops on the 1 st rail 7a, and the 1 st link 2521, the 2 nd link 2522, and the 3 rd link 2523 of the load carrying device 10q1 are connected to the 1 st rail 7 a.

First, as shown in a1 of fig. 184B, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, thereby contracting the 3 rd link 2523 of the cargo handling device 10q 1. Thereby, the body of the cargo handling device 10q1 is lifted, and the rollers 2527 of the 1 st link 2521 and the rollers 2527 of the 2 nd link 2522 are separated from the 1 st rail 7 a. The control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, so that the 3 rd link 2523 of the cargo handling device 10q1 is extended. Therefore, the 1 st link 2521 and the 2 nd link 2522 are not in contact with the 1 st rail 7a and the 2 nd rail 7b, and the rollers 2527 of the 1 st link 2521 and the rollers 2527 of the 2 nd link 2522 are arranged vertically below the 1 st rail 7 a.

Next, as shown in B1 and c1 of fig. 184B, the control processing unit of the cargo conveyance apparatus 10q1 controls the rotary table 2540 so that the rotary table 2540 rotates clockwise by 90 °.

As a result, as shown in a2 of fig. 184B, the cargo handling device 10q1 is in a posture in which the longitudinal direction of the cargo handling device 10q1 is parallel to the longitudinal direction of the 2 nd rail. That is, the roller 2527 of the 1 st link 2521 and the roller 2527 of the 2 nd link 2522 are arranged vertically below the 2 nd rail 7 b.

Next, as shown in B2 of fig. 184B, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, thereby contracting the 3 rd link 2523 of the cargo handling device 10q 1. As a result, the body of the cargo handling device 10q1 is lifted, and the rollers 2527 of the 1 st link 2521 and the rollers 2527 of the 2 nd link 2522 are arranged vertically above the 2 nd rail 7 b.

Next, as shown in c2 of fig. 184B, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, thereby restoring the 3 rd link 2523 of the cargo handling device 10q1 to the original length. Accordingly, the roller 2527 of the 1 st link 2521 and the roller 2527 of the 2 nd link 2522 are disposed on the 2 nd rail 7 b.

Next, as shown in d2 of fig. 184B, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523 to extend the 3 rd link 2523 of the cargo handling device 10q1, and thereby the roller 2527 of the 3 rd link 2523 is separated from the 1 st rail 7a. At this time, the roller 2527 of the 3 rd link 2523 is disposed vertically above the 1 st rail 7a and the 2 nd rail 7 b.

Next, as shown in e2 of fig. 184B, the control processing unit of the cargo conveyance apparatus 10q1 controls the rotary table 2540, thereby rotating the rotary table 2540 counterclockwise by 90 °. Thus, the roller 2527 of the 3 rd link 2523 is disposed vertically above the 2 nd rail 7 b. The control processing unit of the load carrying device 10q1 controls the motor of the 1 st link 2521 and the motor of the 2 nd link 2522 to rotate the roller 2527, thereby slightly advancing the 1 st link 2521 to approach the 1 st rail 7a.

Next, as shown in f2 of fig. 184B, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, thereby contracting the 3 rd link 2523 of the cargo handling device 10q 1. Thereby, the body of the cargo handling device 10q1 is lifted, and the rollers 2527 of the 1 st link 2521 and the rollers 2527 of the 2 nd link 2522 are separated from the 2 nd rail 7 b.

Next, as shown in g2 of fig. 184B, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, thereby extending the 3 rd link 2523 of the cargo handling device 10q 1. Therefore, the 1 st link 2521 and the 2 nd link 2522 are not in contact with the 1 st rail 7a and the 2 nd rail 7b, and the rollers 2527 of the 1 st link 2521 and the rollers 2527 of the 2 nd link 2522 are arranged vertically below the 2 nd rail 7 b.

Next, as shown in h2 of fig. 184B, the control processing unit of the cargo handling device 10q1 controls the motor of the 3 rd link 2523, and advances the 1 st link 2521 until passing through the 1 st rail 7a.

Next, as shown in i2 of fig. 184B, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, and contracts the 3 rd link 2523 of the cargo handling device 10q1, so that the rollers 2527 of the 1 st link 2521 and the rollers 2527 of the 2 nd link 2522 are arranged vertically above the 2 nd rail 7B.

Next, as shown in j2 of fig. 184B, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, thereby restoring the 3 rd link 2523 of the cargo handling device 10q1 to the original length. Accordingly, the roller 2527 of the 1 st link 2521 and the roller 2527 of the 2 nd link 2522 are disposed on the 2 nd rail 7 b.

In this way, the cargo transferring device 10q1 starts traveling.

In addition, even in the case of the rail coupling body of fig. 181A, the cargo handling device 10q1 can be turned left, and even in the case of the rail coupling body of fig. 181B, the cargo handling device 10q1 can be turned right.

Working example 3

First, a case where the cargo handling device 10q1 passes through a part of the raised rail 7 will be described.

Fig. 185 is a side view illustrating an operation of the cargo transferring device 10q1 according to embodiment 23 when the support posts 19 of the support rail 7 pass through.

In this working example, the following is assumed: when the cargo handling device 10q1 passes through the pillar 19, the guide rail 7 is sandwiched between the 1 st and 2 nd connectors 2521 and 2522 and the 3 rd connector 2523 of the cargo handling device 10q 1.

In normal traveling, as shown in fig. 185, the control processing unit of the cargo handling device 10q1 controls the slide motor of the 3 rd link 2523, and causes the 3 rd link 2523 of the cargo handling device 10q1 to extend and retract, thereby disposing only the roller 2527 of the 3 rd link 2523 vertically below the rail 7 and pushing up the roller 2527 of the 3 rd link 2523 from below the rail 7.

Thus, the guide rail 7 can be sandwiched between the 1 st and 2 nd connectors 2521 and 2522 and the 3 rd connector 2523 of the cargo handling device 10q 1. That is, the 3 rd link 2523 holds the rail 7 in such a manner that the rail 7 is pushed up from the lower side of the rail 7, and the 1 st link 2521 and the 2 nd link 2522 are held on the rail 7 at the upper side of the rail 7.

When the load carrying device 10q1 passes through the pillar 19, even if the rail 7 at the pillar 19 portion bulges, the 1 st link 2521 and the 2 nd link 2522 and the 3 rd link 2523 sandwich the rail 7, and thus the load carrying device 10q1 is operated by the follow-up force of the inclination of the load carrying device 10q1 along the rail 7, and therefore the load carrying device 10q1 is not easily detached from the rail 7.

Next, a case where the cargo handling device 10q1 passes through the curved guide rail 7 will be described.

Fig. 186 is a plan view and a side view illustrating an operation of the cargo-handling device 10q1 according to embodiment 23 when passing through the curved guide rail 7.

In this working example, the following is assumed: when the load carrying device 10q1 passes through the curved guide rail 7, the guide rail 7 is sandwiched between the 1 st link 2521 and the 2 nd link 2522 and the 3 rd link 2523 of the load carrying device 10q 1.

Even in this case, when the load carrying device 10q1 passes through the curved guide rail 7, the guide rail 7 is sandwiched between the 1 st link 2521 and the 2 nd link 2522 and the 3 rd link 2523, and thus the follow-up force of the load carrying device 10q1 along the inclination of the guide rail 7 acts, so that the load carrying device 10q1 is not easily detached from the guide rail 7.

(other modifications)

The present disclosure has been described above based on the embodiments, but the present disclosure is not limited to these embodiments and the like.

The lifting system according to the embodiment described above may not be applied to an unmanned aircraft, but may be applied to an autopilot aircraft (autonomous aerial vehicle), for example. In this case, the "unmanned aerial vehicle" or "unmanned aerial vehicle" in the above description may also be appropriately modified as "autopilot". Alternatively, the techniques described above can be applied to aircraft, whether unmanned or manned, autopilot, or manual pilot.

The respective components included in the lifting system according to the above embodiment may be configured by dedicated hardware, or may be realized by executing a software program suitable for the respective components. Each component may be realized by a program execution unit such as a CPU or a processor, reading out and executing a software program recorded in a recording medium such as a hard disk or a semiconductor memory.

The processing unit, which is a constituent element of the lifting system, is typically implemented as an LSI, which is an integrated circuit. These may be made separately as one chip, and some or all of them may be integrated in one chip.

The integration is not limited to LSI, and may be realized by a dedicated circuit or a general-purpose processor. After LSI fabrication, a programmable FPGA (Field Programmable Gate Array: field programmable gate array) or a reconfigurable processor in which connection or setting of one-way cells inside an LSI can be reconfigured may be used.

In the above embodiment, each component may be configured by dedicated hardware, or may be implemented by executing a software program suitable for each component. Each component may be realized by a program execution unit such as a CPU or a processor, reading out and executing a software program recorded on a hard disk or a semiconductor memory recording medium.

The numerals used above are examples given for the purpose of specifically explaining the present disclosure, and the embodiments of the present disclosure are not limited by the numerals given by way of example.

In addition, the division of the functional blocks in the block diagrams is an example, and a plurality of functional blocks may be realized as one functional block, or one functional block may be divided into a plurality of functional blocks, and some of the functions may be transferred to other functional blocks. Also, the functions of a plurality of functional blocks having similar functions may be processed in parallel or time-division by a single hardware or software.

The order of execution of the steps in the flowchart is an example for specifically explaining the present disclosure, and may be other than the above. Further, part of the above steps may be performed simultaneously (in parallel) with other steps.

[ supplement ]

The unmanned aerial vehicle is an unmanned aerial vehicle for delivering goods, and comprises: a plurality of rotors; a plurality of 1 st motors for rotating the plurality of rotors, respectively; a main body supporting the plurality of 1 st motors; a connecting body connected to a guide rail at a position far from the ground in a state of suspending the main body; a movable unit that sets an inclination of a virtual plane including the plurality of rotors with respect to a supporting direction of the connection body when supported by the guide rail; and a control circuit that controls the plurality of 1 st motors and the movable unit, wherein the connection body has a 1 st end connected to the main body and a 2 nd end connected to the guide rail and capable of freely sliding on the guide rail, and wherein the support direction is a direction from the 1 st end toward the 2 nd end of the connection body, and wherein when the 2 nd end of the connection body is connected to the guide rail, the control circuit (i) increases an angle formed by a normal direction of the virtual plane with respect to the support direction of the connection body by the movable unit, (ii) makes a number of rotations of the plurality of 1 st motors smaller than a minimum number of rotations for suspending the unmanned aerial vehicle and larger than a minimum number of rotations for propelling the unmanned aerial vehicle in an extending direction of the guide rail.

Accordingly, the unmanned aerial vehicle can move along the guide rail in a state where the connecting body is connected to the guide rail. In the case of (i), the number of rotations of the plurality of 1 st motors is controlled by the control circuit so that the number of rotations becomes smaller than the minimum number of rotations for suspending the unmanned aerial vehicle and larger than the minimum number of rotations for propelling the unmanned aerial vehicle, and thus the unmanned aerial vehicle can move at an appropriate speed along the guide rail. In the case of (ii), the speed of the unmanned aerial vehicle can be adjusted by controlling the actuator by the control circuit to change the inclination of the virtual plane including the plurality of rotors with respect to the supporting direction of the connecting body.

The delivery system may include: the unmanned aerial vehicle, a plurality of pillars, the guide rail that is erected between two adjacent pillars among the plurality of pillars.

The movable portion may be disposed between the main body and the connecting body.

Accordingly, the movable portion can easily change the angle of the connector with respect to the main body.

For example, when the connecting body is disposed at and near the center of gravity of the main body, the movable portion is also disposed at and near the center of gravity of the main body. Therefore, the center of gravity of the unmanned aerial vehicle can be balanced.

The unmanned aerial vehicle may further include a pair of wings.

Accordingly, for example, if the pair of wings are yaw wings, the unmanned aerial vehicle can be rotated in the horizontal direction, and if the pair of wings are pitch wings, the unmanned aerial vehicle can be rotated in the vertical direction. In this way, the traveling direction of the unmanned aerial vehicle can be freely operated, so that the unmanned aerial vehicle can realize stable movement.

The control circuit may disengage the connector from the guide rail when the propulsion speed of the unmanned aerial vehicle exceeds a predetermined value after the angle is increased by the movable portion.

Accordingly, contact between the connector and the guide rail can be suppressed, and therefore, the safety of the unmanned aerial vehicle can be improved.

The control circuit may reduce the angle by the movable portion when the connecting body is separated from the guide rail, or may control the number of rotations of the plurality of 1 st motors so that the number of rotations is larger than the minimum number of rotations for suspending the unmanned aerial vehicle.

Accordingly, when the connector is separated from the guide rail, the unmanned aerial vehicle can be suspended at a predetermined height from the ground by reducing the angle. Therefore, contact with an object can be suppressed, and the safety of the unmanned aerial vehicle can be improved.

The control circuit may control the number of rotations of the plurality of 1 st motors so that the angle is greater than 15 ° in (ii).

Accordingly, the unmanned aerial vehicle can be set to an appropriate speed.

In the (ii), the control circuit may control the number of rotations of the plurality of 1 st motors so that the angle is larger than 45 °.

The control circuit may control the number of rotations of the plurality of 1 st motors so that the angle is greater than 65 ° in (ii).

The control circuit may control the number of rotations of the plurality of 1 st motors so that the angle is greater than 80 ° in the (ii).

The connector may have a support portion connected to the main body and capable of swinging, and a 1 st arm portion connected to one end of the support portion.

Accordingly, the 1 st arm can be swung simultaneously with the swinging of the support portion. Therefore, it can be easily connected to the guide rail.

The 1 st arm may be a suspension bracket for suspending the unmanned aerial vehicle from the guideway.

Accordingly, the 1 st arm can be hung on the guide rail when the unmanned aerial vehicle stops. Therefore, the unmanned aerial vehicle can carry the goods to the express delivery receiver in a state of being hung on the guide rail.

The connecting body may further have a wheel connected to the 1 st arm and in contact with the guide rail in a freely rotatable manner.

Accordingly, when the unmanned aerial vehicle is connected to the guide rail, the unmanned aerial vehicle moves in a state in which the wheels contact the guide rail. The wheels start to rotate by friction with the guide rail, and the unmanned aircraft can travel on the guide rail only with thrust in the traveling direction generated by rotation of the rotor. Therefore, the unmanned aerial vehicle may not use the torque of the rotor as a lift to lift itself. In this way, the unmanned aerial vehicle can achieve energy savings.

The connector may further have a 2 nd arm portion connected to the one end of the support portion.

Accordingly, not only the 1 st arm but also the 2 nd arm can be connected to the guide rail, and therefore, the unmanned aerial vehicle can be prevented from falling off the guide rail, and the safety in the system using the unmanned aerial vehicle can be improved.

The 1 st arm may be a 1 st suspension for suspending the unmanned aerial vehicle from the guide rail, the 2 nd arm may be a 2 nd suspension for suspending the unmanned aerial vehicle from the guide rail, and the connector may further include a 1 st actuator and a 2 nd actuator, the 1 st actuator setting an angle of the 1 st arm with respect to the support portion, and the 2 nd actuator setting an angle of the 2 nd arm with respect to the support portion.

Accordingly, since the unmanned aerial vehicle can be reliably suspended from the guide rail, the unmanned aerial vehicle can be prevented from falling off the guide rail, and safety in a system using the unmanned aerial vehicle can be improved.

The connector may further include a base body disposed between the support portion and the 1 st arm portion and the 2 nd arm portion, and a 3 rd actuator for setting an angle of the base body with respect to the support portion.

Accordingly, the heights of the 1 st arm and the 2 nd arm with respect to the body can be changed by changing only the angle of the base. Therefore, the heights of the 1 st arm and the 2 nd arm can be changed without tilting the main body, and thus stability of the unmanned aerial vehicle can be ensured.

The 1 st arm may have a 1 st hook extending from a 1 st connection end connected to the 1 st actuator to a 1 st open end, the 2 nd arm may have a 2 nd hook extending from a 2 nd connection end connected to the 2 nd actuator to a 2 nd open end, the 1 st hook may have a 1 st bent portion bent from the 1 st connection end to the 1 st open end in a 1 st direction, and the 2 nd hook may have a 2 nd bent portion bent from the 2 nd connection end to the 2 nd open end in a 2 nd direction opposite to the 1 st direction.

Accordingly, the main body can be kept in a horizontal posture when the 1 st hook is hung on the guide rail, and the main body can be kept in a horizontal posture when the 2 nd hook is hung on the guide rail. Therefore, the 1 st hook and the 2 nd hook can hold the unmanned aerial vehicle in an appropriate posture.

The guide rail can be easily hung by the 1 st hook and the 2 nd hook.

When the unmanned aerial vehicle is suspended on the 1 st rail by the 1 st hook so as to freely slide on the 1 st rail, the control circuit may control the 2 nd actuator, and the 2 nd hook may be hooked on the 2 nd rail adjacent to the 1 st rail and extending along the 1 st rail, and may control the 1 st actuator so that the 1 st hook is separated from the 1 st rail.

Accordingly, for example, when the 1 st hook of the unmanned aerial vehicle is connected to the 1 st rail, the 1 st hook is separated from the 1 st rail after the 2 nd hook is connected to the 2 nd rail, whereby the unmanned aerial vehicle can be moved by switching from the 1 st rail to the 2 nd rail which is the other rail. Therefore, the unmanned aerial vehicle can reliably switch the guide rail at the branch point between the guide rails, and therefore, the drop of the unmanned aerial vehicle can be suppressed, and the safety in the system using the unmanned aerial vehicle can be improved.

The distribution system may be provided with: the unmanned aerial vehicle, a plurality of pillars, the 1 st rail and the 2 nd rail erected between two adjacent pillars among the plurality of pillars.

When the unmanned aerial vehicle is suspended on the 1 st rail in a freely slidable manner by the 1 st hook and the 2 nd hook, the control circuit may control the 2 nd actuator to disengage the 2 nd hook from the 1 st rail, to hang the 2 nd hook on the 2 nd rail adjacent to the 1 st rail and extending along the 1 st rail, and may control the 1 st actuator to disengage the 1 st hook from the 1 st rail and to hang the 2 nd hook on the 1 st rail.

Accordingly, for example, when the 1 st hook and the 2 nd hook of the unmanned aerial vehicle are connected to the 1 st rail, the 1 st hook is disconnected from the 1 st rail and connected to the 2 nd rail after the 2 nd hook is connected to the 2 nd rail from the 1 st rail, and thereby the unmanned aerial vehicle can be switched from the 1 st rail to the 2 nd rail, which is the other rail, and moved. Therefore, the unmanned aerial vehicle can reliably switch the guide rail at the branch point between the guide rails, and therefore, the drop of the unmanned aerial vehicle can be suppressed, and the safety in the system using the unmanned aerial vehicle can be further improved.

The control circuit may tilt the main body or the supporting portion in the 2 nd direction when the 2 nd hook is hung on the 2 nd rail, and tilt the 2 nd connecting end higher than the 1 st connecting end, and tilt the main body or the supporting portion in the 1 st direction when the 1 st hook is separated from the 1 st rail, and tilt the 1 st connecting end higher than the 2 nd connecting end.

Accordingly, the 1 st hook and the 2 nd hook can be easily hung on the guide rail and the 1 st hook and the 2 nd hook can be easily removed from the guide rail by tilting the main body or the supporting portion.

The unmanned aerial vehicle may further include: a suspension wire connected to the main body for suspending the cargo; and a lifting motor capable of winding and recovering the suspension wire, wherein the control circuit enables the unmanned aerial vehicle to be positioned vertically above a storage device for storing the goods in a state that the connector is connected with the guide rail, drives the lifting motor, enables the suspension wire to be discharged, and enables the goods to descend relative to the main body so as to be stored in the storage device.

Accordingly, when the unmanned aerial vehicle arrives at the destination, the control circuit can control the lifting motor to discharge the suspension wire, and the cargo is lowered and stored in the storage device. Therefore, the unmanned aerial vehicle can deliver the goods to the express recipient.

The control circuit may adjust at least one of a position and an orientation of the main body according to a position of the cargo relative to the storage device during a process in which the suspension wire is sequentially released.

Accordingly, even if the unmanned aerial vehicle deviates from the vertical upper side of the storage device, at least one of the position and the orientation of the main body can be adjusted by the control circuit so that the main body is aligned with the position of the storage device. Therefore, the unmanned aerial vehicle can reliably descend the cargo to be stored in the storage device, and can reliably deliver the cargo to the delivery recipient.

In particular, the unmanned aerial vehicle can align the main body with the position of the storage device even when the unmanned aerial vehicle moves from the vertically upper side of the storage device due to wind or the like.

When the position of the cargo is displaced in the 3 rd direction from the position vertically above the storage device, the control circuit may move the unmanned aerial vehicle in the 4 th direction opposite to the 3 rd direction along the extending direction of the guide rail.

Accordingly, even when the cargo is changed (moved) in the 3 rd direction by wind or the like via the suspension wire, the control circuit can displace the unmanned aerial vehicle in the 4 th direction opposite to the 3 rd direction. Therefore, the unmanned aerial vehicle can reliably descend the cargo to be stored in the storage device, and can therefore more reliably dispense the cargo to the delivery recipient.

When the position of the cargo is displaced in the 5 th direction from a position vertically above the storage device, the control circuit may swing the unmanned aerial vehicle using the guide rail as a fulcrum, and may move the center of gravity of the unmanned aerial vehicle in the 6 th direction opposite to the 5 th direction.

Accordingly, even when the cargo is displaced in the 5 th direction by wind or the like via the suspension wire, the control circuit can displace the cargo in the 6 th direction opposite to the 5 th direction by moving the center of gravity of the unmanned aerial vehicle. Therefore, the unmanned aerial vehicle can reliably descend the cargo to be stored in the storage device, and can more reliably deliver the cargo to the delivery recipient.

The unmanned aerial vehicle may further include a thrust device capable of loading the cargo in a detachable manner, and the thrust device may include: a plurality of propellers; a plurality of 2 nd motors for rotating the plurality of propellers, respectively; and a support body that supports the plurality of 2 nd motors.

Accordingly, even if the unmanned aerial vehicle is deviated from the vertical upper side of the storage device, the thrust device can guide the cargo to the storage device. Therefore, the unmanned aerial vehicle can reliably descend the cargo and store the cargo in the storage device, and can more reliably deliver the cargo to the delivery recipient. Even in a situation where the opening of the storage device is narrow and it is difficult to put the cargo in, the unmanned aerial vehicle can surely put the cargo in the storage device. Accordingly, a large place for landing the unmanned aerial vehicle does not have to be prepared.

In particular, when the unmanned aerial vehicle moves vertically upward from the storage device due to wind or the like, the thrust device can store the cargo in the storage device.

The plurality of propellers may include a 1 st propeller disposed on a 1 st side portion of the support body, and a 2 nd propeller disposed on a 2 nd side portion of the support body different from the 1 st side portion.

Accordingly, the position and orientation of the thrust device relative to the storage device can be adjusted. Therefore, the unmanned aerial vehicle can store cargoes to the storage device more reliably through the thrust device.

The control circuit may control the thrust device to drive at least one of the plurality of 2 nd motors during at least one of the periods in which the suspension wire is discharged.

Accordingly, the position and orientation of the thrust device relative to the storage device can be adjusted when lowering the cargo from the unmanned aerial vehicle. Therefore, the unmanned aerial vehicle can smoothly store goods in the storage device.

Each of the plurality of posts in the delivery system may be a pole.

Accordingly, the existing utility pole can be used as the stay, so that it is unnecessary to newly provide the stay for erecting the guide rail. Therefore, in this system, an increase in cost at the time of installation can be suppressed.

The delivery system may further include: the floor system comprises a pull-out post arranged in a prescribed place and a pull-out wire mounted on the guide rail, wherein the height from the floor to a 1 st connection point where the pull-out wire is connected with the pull-out post is lower than the height from the floor to a 2 nd connection point where the pull-out wire is connected with the guide rail.

Accordingly, the guide rail is disposed at a position higher than the 1 st connection point, and therefore the unmanned aerial vehicle can move at a high position. The unmanned aerial vehicle is located in a position where a person cannot easily see the unmanned aerial vehicle, and thus can protect personal privacy of a user of an express delivery recipient, and personal privacy of a person in a facility such as a house provided facing the guide rail.

The utility pole supports a power line, the guide rail is located below the power line, and is disposed at a position higher than the tip of the pull-up support.

Accordingly, since the guide rail is disposed below the power line, the unmanned aerial vehicle can travel on the guide rail located at a position not in contact with the power line. Therefore, the safety of the unmanned aerial vehicle for delivering the cargo can be ensured.

The plurality of posts may also be streetlamps.

Accordingly, since the existing streetlamp can be used as a pillar, it is unnecessary to newly provide a pillar for installing a rail. In this way, the system can suppress an increase in cost at the time of installation.

The delivery system may further include a protection net provided vertically below an approach area between the 1 st rail and the 2 nd rail, and the approach area may be an area where a distance between the 1 st rail and the 2 nd rail approaches to a width of the unmanned aerial vehicle or less.

Accordingly, since the distance between the 1 st rail and the 2 nd rail is smaller than the width (size) of the main body, the unmanned aerial vehicle can be easily switched from the 1 st rail to the 2 nd rail.

Since the protection net is provided vertically below the approaching areas of the 1 st guide rail and the 2 nd guide rail, even if the unmanned aerial vehicle is separated from the 1 st guide rail and the 2 nd guide rail, the unmanned aerial vehicle can be prevented from falling to the ground. In this way, the safety in a system using an unmanned aerial vehicle can be further improved.

At least a portion of the 2 nd rail may have a height higher than that of the adjacent 1 st rail.

Accordingly, when the two unmanned aerial vehicles travel on the 1 st track, one of the two unmanned aerial vehicles can be retracted to the 2 nd track. The 2 nd guide rail can be used as the retreat route. In this way, collision and confusion of the unmanned aerial vehicle can be suppressed.

The angle may be-30 degrees or more and +30 degrees or less.

Accordingly, the floating thrust of the device is not easily increased, and for example, loosening of the wire due to rapid rise of the device can be suppressed.

The device also has a shield surrounding the plurality of propellers.

Accordingly, the shield body can protect the rotating propeller, and thus the propeller can be prevented from coming into contact with another object.

The apparatus further includes a reel connected to the other end of the wire, and a lifting motor for rotating the reel to send out the wire, wherein the control unit starts driving the plurality of motors after a length of a portion of the wire to be paid out exceeds a predetermined length when the reel is positioned vertically above a storage device for storing the cargo.

Accordingly, when the device approaches the storage device, the position of the device with respect to the predetermined position starts to be adjusted, and the device can be easily aligned with the predetermined position.

The prescribed length may correspond to half the distance from the storage device to the spool.

Accordingly, when the device is located in the vicinity of the storage device, the adjustment of the position of the device with respect to the predetermined position is started, and therefore, the device can be more easily aligned with the predetermined position.

Each of the plurality of propellers has a plurality of blades, and a plurality of protrusions are provided on a surface of each of the plurality of blades, the plurality of protrusions being a stripe pattern extending along a rotation direction of the plurality of blades.

Accordingly, the influence of wind on the device during flight can be suppressed. Therefore, even in a windy environment, the posture of the device can be stabilized, and the device can be more easily matched with a predetermined position.

The storage device may further include: a container dividing a space for storing goods; an openable/closable upper cover provided on a top surface portion of the container, the top surface opening being opened and closed so that the cargo is placed in the space through the top surface opening; and a openable/closable side cover provided on a side surface portion of the container, the side surface opening being opened and closed so that the cargo in the space can be taken out from the side surface opening.

Accordingly, the cargo can be placed in the space of the storage device from above the storage device, and the cargo stored in the space can be taken out from the side of the storage device. Therefore, the cargo can be easily taken out.

The system may be configured to include a storage device and a lifting device, wherein the lifting device is detachably mountable on the storage device and is configured to be capable of being lowered from a vertically upper side of the storage device, the lifting device may include a protruding portion, and the storage device may include a hole portion provided in the top surface portion into which the protruding portion is inserted, and a mechanism configured to be capable of opening the upper cover when the protruding portion is inserted into the hole portion.

Accordingly, when the lifting device stores the goods in the storage device, the protruding portion is inserted into the hole portion, so that the lifting device can be matched with the position of the top surface opening of the storage device. Therefore, the cargo can be reliably stored in the space of the storage device.

The unmanned aerial vehicle may further include: a plurality of rotors; a plurality of motors for rotating each of the plurality of rotors; a main body supporting the plurality of motors; and a connector connected to a rail located at a position apart from the ground so as to suspend the main body, the connector including: a fixing part; a 1 st arm part, one end of which is connected with the fixing part, and the other end of which can be opened and closed relative to the fixing part; a 2 nd arm part, one end of which is connected with the fixing part, and the other end of which can be opened and closed relative to the fixing part; a 1 st actuator for opening and closing the 1 st arm; a 2 nd actuator for opening and closing the 2 nd arm; and a control unit that controls the 1 st actuator and the 2 nd actuator, wherein a 1 st region surrounded by the 1 st arm and the fixing unit in the closed state is separated from a 2 nd region surrounded by the 2 nd arm and the fixing unit in the closed state.

Accordingly, when the 1 st arm of the unmanned aerial vehicle is connected to the 1 st rail as the rail, the 1 st arm can be removed from the 1 st rail after the 2 nd arm is connected to the 2 nd rail. Therefore, the unmanned aerial vehicle can be moved by switching from the 1 st rail to the 2 nd rail, which is another rail.

The fixing portion may have a dividing portion that extends upward from the main body and separates the 1 st region from the 2 nd region.

Accordingly, one connecting body can be connected to two guide rails. Therefore, the posture of the connector can be maintained as compared with the case where two connectors are used.

The control unit may control the 1 st actuator and the 2 nd actuator so that at least one of the 1 st arm and the 2 nd arm is in a closed state.

Accordingly, the unmanned aerial vehicle can be reliably suspended from the guide rail by disposing the guide rail in at least one of the 1 st region and the 2 nd region in the closed state.

The control unit may determine whether or not the 2 nd arm is in the closed state when the control unit receives an instruction to change the 1 st arm from the closed state to the open state, change the 1 st arm to the open state when the 2 nd arm is in the closed state, and maintain the 1 st arm in the closed state when the 2 nd arm is in the open state.

Accordingly, when the 2 nd arm portion and the 2 nd rail portion in the closed state are connected, the 1 st rail and the 1 st arm portion can be connected. When the 2 nd arm is in the open state, the 1 st arm in the closed state is connected to the 1 st rail, so that the 1 st arm can be maintained in the closed state without opening the 1 st arm. In this way, the unmanned aerial vehicle can be reliably suspended from the guide rail, and therefore, the unmanned aerial vehicle can be prevented from falling off.

The control unit may determine whether or not the 1 st arm is in the closed state when receiving an instruction to change the 2 nd arm from the closed state to the open state, change the 2 nd arm to the open state when the 1 st arm is in the closed state, and maintain the 2 nd arm in the closed state when the 1 st arm is in the open state.

Accordingly, when the 1 st arm and the 1 st rail in the closed state are connected, the 2 nd arm and the 2 nd rail can be connected. If the 2 nd arm portion in the opened state and the closed state is connected to the 2 nd rail, the closed state of the 2 nd arm portion can be maintained without opening the 2 nd arm portion. In this way, the unmanned aerial vehicle can be reliably suspended from the guide rail, and therefore, the unmanned aerial vehicle can be prevented from falling off.

The control unit further controls the rotational speeds of the plurality of motors, and when the 1 st arm is in an open state, the 2 nd arm is in a closed state, and the 2 nd arm is suspended from the rail passing through the 2 nd region, the control unit causes the 1 st rotational speed of the 1 st motor closest to the 1 st arm among the plurality of motors to be greater than the 2 nd rotational speed of the 2 nd motor closest to the 2 nd arm, or when the 2 nd arm is in an open state, the 1 st arm is in a closed state, and the 1 st arm is suspended from the rail passing through the 1 st region, the control unit causes the 2 nd rotational speed of the 2 nd motor closest to the 2 nd arm among the plurality of motors to be greater than the 1 st rotational speed of the 1 st motor closest to the 1 st arm.

Accordingly, when the 2 nd arm is closed and the 1 st arm is opened, the gravity center moves toward the 1 st arm due to the weight of the 1 st arm. Therefore, by making the 1 st rotational speed of the 1 st motor on the 1 st arm side larger than the 2 nd rotational speed of the 2 nd motor on the 2 nd arm side, a buoyancy corresponding to the weight deviated to the center of gravity portion on the 1 st arm side can be added to the unmanned aerial vehicle.

In the same manner, when the 1 st arm is closed and the 2 nd arm is opened, the gravity center moves toward the 2 nd arm due to the weight of the 2 nd arm. Therefore, by making the 2 nd rotation speed of the 2 nd motor on the 2 nd arm side larger than the 1 st rotation speed of the 1 st motor on the 1 st arm side, buoyancy corresponding to the weight of the gravity center portion deviated toward the 2 nd arm side can be added to the unmanned aerial vehicle.

Therefore, even if the center of gravity of the unmanned aerial vehicle deviates from the center of the main body of the unmanned aerial vehicle, the attitude of the main body of the unmanned aerial vehicle can be maintained to be substantially parallel to the horizontal direction.

The connector further includes a 3 rd actuator for changing an angle of the fixing portion with respect to the main body, and the control portion further controls the 3 rd actuator, wherein when the 1 st arm is in an open state, the 2 nd arm is in a closed state, and the 2 nd arm is suspended from the rail passing through the 2 nd region, the control portion changes the angle by the 3 rd actuator so that the 2 nd region is located directly above a center of the main body, or when the 2 nd arm is in an open state, the 1 st arm is in a closed state, and the 1 st arm is suspended from the rail passing through the 1 st region, the control portion changes the angle by the 3 rd actuator so that the 1 st region is located directly above the center of the main body.

Accordingly, when the 1 st arm is in the open state and the 2 nd arm suspended on the 2 nd rail is in the closed state, the 1 st rail existing in the 1 st region can be released from the 1 st region and positioned outside the 1 st region only by changing the posture (angle) of the fixing portion with respect to the main body of the unmanned aerial vehicle.

When the 2 nd arm is opened and the 1 st arm suspended on the 1 st rail is closed, the 2 nd rail existing in the 2 nd region can be released from the 2 nd region and positioned outside the 2 nd region only by changing the posture (angle) of the fixing portion with respect to the main body of the unmanned aerial vehicle.

In this way, by tilting the fixing portion with respect to the main body, the 1 st rail can be separated from the connecting body, and the 2 nd rail can be easily separated from the connecting body. Further, the connector connected to the 1 st rail can be easily switched to the 2 nd rail, and the connector connected to the 2 nd rail can be switched to the 1 st rail.

The system is provided with the unmanned aerial vehicle and the guide rail, and the guide rail may be provided with a mark including predetermined information.

Accordingly, predetermined information indicated by the marks attached to the guide rail can be read by the unmanned aerial vehicle. For example, by including information such as address and position information in the predetermined information, the cargo can be more accurately distributed to the predetermined position.

The system is provided with the unmanned aerial vehicle and the guide rail, and the guide rail may be provided with a concave-convex portion including predetermined information.

Accordingly, when the unmanned aerial vehicle moves on the guide rail, predetermined information can be obtained from the concave-convex portion attached to the guide rail. For example, by including information such as address and position information in the predetermined information, the cargo can be more accurately distributed to the predetermined position.

The unmanned aerial vehicle may further include: a plurality of rotors; a plurality of motors for rotating the plurality of rotors, respectively; a main body supporting the plurality of motors; a connecting body connected to a rail separated from the ground in a state of hanging the main body; an actuator that changes an angle formed by a normal direction of a virtual plane including the plurality of rotors with respect to a supporting direction of the connector when supported by the guide rail; and a control unit that controls the plurality of motors and the actuator, wherein the connection body has a 1 st end and a 2 nd end, the 1 st end is connected to the main body, the 2 nd end is connected to the guide rail so as to be capable of sliding, the support direction is a direction from the 1 st end to the 2 nd end of the connection body, and the control unit makes the normal direction including the virtual plane coincide with the support direction by the actuator in a 1 st mode, and makes the normal direction of the virtual plane orthogonal to the support direction by the actuator in a 2 nd mode.

Accordingly, the control unit can change the attitude of the main body of the unmanned aerial vehicle with respect to the supporting direction when traveling on the guide rail. For example, in the case where the unmanned aerial vehicle travels on the guide rail, the 2 nd mode is executed, and in the case where the unmanned aerial vehicle is detached from the guide rail, the 1 st mode is executed. Therefore, the unmanned aerial vehicle can change the flight state appropriately according to the situation.

In the 3 rd mode, the control unit may set the angle to be not less than 10 degrees and not more than 30 degrees by the actuator.

Accordingly, the unmanned aerial vehicle can be moved along the guide rail without the guide rail and the support body coming into contact with each other.

The unmanned aerial vehicle may further include a sensor that detects a tilt of the guide rail, and the control unit may change the angle according to the tilt of the guide rail.

Accordingly, even when the guide rail is inclined with respect to the horizontal direction, the unmanned aerial vehicle can move along the inclined guide rail.

The control unit may be configured to cause the normal direction of the virtual plane to coincide with the inclination of the guide rail by the actuator.

Accordingly, the connection body can move along the guide rail, and thus contact between the guide rail and the support body can be suppressed.

When receiving a 1 st instruction to push the unmanned aerial vehicle along the guide rail in a 1 st direction, the control unit may tilt the normal direction of the virtual plane from the supporting direction to a 2 nd direction, rotate a rotor of a 1 st motor located in the 1 st direction from the center of the main body among the plurality of motors in the 1 st rotation direction, rotate a rotor of a 2 nd motor located in the 2 nd direction from the center of the main body among the plurality of motors in the 2 nd rotation direction, the 2 nd direction being opposite to the 1 st direction, and the 2 nd rotation direction being opposite to the 1 st rotation direction.

Accordingly, the unmanned aerial vehicle can be advanced while maintaining the attitude of the main body of the unmanned aerial vehicle with respect to the supporting direction in a desired state.

The control unit may be configured to rotate the rotor of the 1 st motor in the 2 nd rotation direction and rotate the rotor of the 2 nd motor in the 1 st rotation direction when receiving a 2 nd instruction to push the unmanned aerial vehicle along the guide rail in the 2 nd direction.

Accordingly, the unmanned aerial vehicle can be reversed by reversing the rotation of the 1 st motor and the 2 nd motor. For example, after the goods are dispensed, they can be returned along the moved rail.

When the instruction 2 is received, the control unit may tilt the normal direction of the virtual plane from the support direction to the 1 st direction by the actuator, rotate the rotor of the 1 st motor in the 1 st rotation direction, and rotate the rotor of the 2 nd motor in the 2 nd rotation direction.

Accordingly, the inclination of the main body of the unmanned aerial vehicle with respect to the supporting direction can be reversed. The normal direction of the virtual plane is inclined from the 2 nd direction side to the 1 st direction side with respect to the supporting direction. Accordingly, the unmanned aerial vehicle can travel in reverse. Even in this case, for example, after the goods are dispensed, they can be returned along the moved guide rail.

The connector may have: the control unit reverses the direction of the main body by the 2 nd actuator with the supporting direction as a rotation axis when a 2 nd instruction to push the unmanned aerial vehicle along the guide rail in the 2 nd direction is obtained.

Accordingly, by rotating the fixing portion with respect to the arm portion with the support direction as the rotation axis, the inclination of the main body of the unmanned aerial vehicle can be made inversely symmetrical with respect to the support direction. Accordingly, the unmanned aerial vehicle can travel in reverse. Even in this case, for example, after the goods are dispensed, the goods can be returned along the moved rail.

The connector may have: and a 3 rd actuator that is connected to the guide rail and is capable of opening and closing the arm, wherein the control unit, when a 2 nd instruction to push the unmanned aerial vehicle along the guide rail in the 2 nd direction is obtained, causes the 3 rd actuator to change the arm from a closed state to an open state, controls the plurality of motors, and causes the support direction to be the center, causes the direction of the main body to be reversed, and causes the 3 rd actuator to change the arm from the open state to the closed state.

Accordingly, the unmanned aerial vehicle can be detached from the guide rail first, and after reversing the direction of the unmanned aerial vehicle, the connection body of the unmanned aerial vehicle can be connected to the guide rail again. Even in this case, for example, after the goods are dispensed, the goods can be returned along the moved rail.

The connector may have: an arm connected to the guide rail, and a roller rotatably contacting the guide rail provided on an inner peripheral surface of the arm.

Accordingly, when the connection body of the unmanned aerial vehicle is connected to the guide rail, the rollers contact the guide rail, and the unmanned aerial vehicle can move along the guide rail. The unmanned aerial vehicle can move along the guide rail only by its own propulsion force in the traveling direction. The unmanned aerial vehicle does not have to expend energy required for lifting itself up to a lift force, and thus can realize an energy-saving unmanned aerial vehicle.

The connecting body may have a pair of brake pads, and a brake mechanism that changes a gap between the pair of brake pads so that the pair of brake pads sandwich the guide rail.

Accordingly, when the connection body of the unmanned aerial vehicle is connected to the guide rail, the guide rail can be sandwiched between the pair of brake pads. Therefore, the moving unmanned aerial vehicle can be easily decelerated and can be easily stopped.

When a stop instruction to stop the unmanned aerial vehicle is received, the control unit may rotate the rotor of the 1 st motor in the 2 nd rotation direction and rotate the rotor of the 2 nd motor in the 1 st rotation direction.

Accordingly, the rotational directions of the rotor of the 1 st motor and the rotor of the 2 nd motor, which are instructed to stop, can be reversed with respect to the rotational directions of the rotor of the 1 st motor and the rotor of the 2 nd motor at the time of forward movement. Accordingly, the movement of the unmanned aerial vehicle can be stopped.

The storage device may be a storage device capable of storing a cargo distributed by an unmanned aerial vehicle, and may include: a container having a bottom portion and a side portion; an upper cover disposed above the container; and a load support body capable of supporting a load of the unmanned aerial vehicle having the cargo, the unmanned aerial vehicle having a plurality of pins capable of landing on the load support body, the load support body having a plurality of recesses capable of supporting the plurality of pins, each of the plurality of recesses being a mashed bowl or conical recess having an opening above.

Accordingly, when the unmanned aerial vehicle descends, the plurality of concave portions can engage with the plurality of pins to guide the plurality of pins. Therefore, the load bearing body can hold the unmanned aerial vehicle in a predetermined posture. For this reason, when the unmanned aerial vehicle delivers goods, the unmanned aerial vehicle can be easily positioned vertically above the container. Therefore, the cargo can be reliably stored in the storage device.

The storage device may be a storage device capable of storing articles dispensed by an unmanned aerial vehicle, and may include: a container having a bottom portion and a side portion; a lid rotatably coupled to the container; a load support body capable of supporting a load of the unmanned aerial vehicle having the article; and one or more links connected between the load bearing body and the cover, wherein when a load is applied to the load bearing body by the unmanned aerial vehicle, the one or more links transmit the load to the cover, and the cover is opened.

Accordingly, the lid of the container can be automatically opened only by suspending the unmanned aerial vehicle from the load bearing body. Accordingly, the articles dispensed by the unmanned aerial vehicle can be stored in the container.

The method for storing the articles dispensed by the unmanned aerial vehicle in the storage device may include the steps of: a step of causing a load support body of the storage device to support the unmanned aerial vehicle; a step of storing the article in the container after the article is lowered from the unmanned aerial vehicle by a wire after the lid of the storage device is opened; a step of disconnecting the article from the wire; winding and recovering the lead; and a step of moving the unmanned aerial vehicle away from the load carrier.

The lid may be closed to cover an upper portion of the container when a load applied to the load bearing body is removed.

Accordingly, the lid of the container can be automatically closed when the unmanned aerial vehicle flies away from the load bearing body.

The load bearing body may be disposed above the container.

Accordingly, if the unmanned aerial vehicle is hung on the load support body, the lid of the container is opened, and thus, the articles dispensed by the unmanned aerial vehicle can be easily stored in the container.

The load bearing body may be a boom capable of hanging the unmanned aerial vehicle.

Accordingly, the load of the unmanned aerial vehicle suspended on the load support body can be reliably supported.

The hanger bar may have a V-shaped or U-shaped bent portion located directly above the container.

Accordingly, the unmanned aerial vehicle can easily grasp the bent portion, and the position of the unmanned aerial vehicle can be easily determined. Therefore, if the unmanned aerial vehicle is hung on the load support, the lid of the container is opened, and the articles dispensed by the unmanned aerial vehicle can be stored in the container more easily.

The one or more links may include a 1 st link, a 2 nd link, and a 3 rd link, wherein a 1 st end of the 1 st link is rotatably coupled to the boom, a 2 nd end of the 1 st link is rotatably coupled to a 3 rd end of the 2 nd link, a 4 th end of the 2 nd link is rotatably coupled to a 5 th end of the 3 rd link, and a 6 th end of the 3 rd link is rotatably coupled to the cap with respect to the cap.

Accordingly, when the unmanned aerial vehicle is suspended from the boom, the boom bends vertically downward due to the load of the unmanned aerial vehicle. Accordingly, the load is transmitted to the lid of the container via the boom through the 1 st link, the 2 nd link, and the 3 rd link. Therefore, the lid of the container can be reliably opened only by hanging the unmanned aerial vehicle on the boom. Therefore, in the storage device, articles dispensed by the unmanned aerial vehicle can be stored in the container more easily.

The storage device may further include: a 1 st axis between both ends of the boom for supporting rotation of the load supporting body, and a 2 nd axis between the 5 th and 6 th ends of the 3 rd link for supporting rotation of the 3 rd link.

Accordingly, the load of the unmanned aerial vehicle can be reliably transmitted to the 1 st link via the 1 st shaft. The load of the unmanned aerial vehicle transmitted to the 3 rd link is surely transmitted to the lid of the container via the 2 nd shaft. Thus, the lid of the container can be opened.

The present invention may further include a support member for fixing the positions of the 1 st axis and the 2 nd axis.

Accordingly, the weight of the unmanned aerial vehicle suspended from the boom can be reliably transmitted to the lid of the container via the 1 st link, the 2 nd link, and the 3 rd link, and hence the lid of the container can be reliably opened.

The storage device may further include: a door provided on a side surface portion of the container; and a 1 st linkage part for locking the door when the cover is opened.

Accordingly, the cargo can be restrained from going out from the door when the cargo is stored in the container. And by locking the door, the possibility of theft of the goods stored in the storage device due to forgetting to lock the door can be suppressed, thereby improving convenience.

The storage device may further include a 2 nd interlocking unit that locks the cover when the cover is closed.

Accordingly, the cover can be automatically locked when the cover is closed. Therefore, troublesome operations such as locking the cover can be avoided. By locking the cover, the possibility of theft of the goods stored in the storage device due to forgetting to lock can be suppressed, thereby improving convenience.

The system may further include the storage device and the unmanned aerial vehicle.

The unmanned aerial vehicle may have a 1 st arm portion for hanging on the load support body.

Accordingly, the unmanned aerial vehicle can be reliably suspended from the load support body, and thus, for example, the attitude can be maintained even when the motor drive is stopped.

In the system, the unmanned aerial vehicle may include: the wire, with the one end of wire is connected and keep the 2 nd arm of goods, with the other end of wire is connected and can take up the spool of retrieving the wire, and control division, control division after the lid is opened, make the wire pay out successively, carry the goods in the container, after the goods is placed the bottom surface portion of container, release the 2 nd arm is kept the goods, make the spool take up retrieve the wire.

Accordingly, when the unmanned aerial vehicle is suspended from the load carrier, the 2 nd arm and the cargo can be lowered toward the container by releasing the wire successively. When the article is placed on the bottom surface of the container, the 2 nd arm can be separated from the article. Therefore, in this system, the cargo can be surely stored in the container.

In the system, the unmanned aerial vehicle may further include a camera that can photograph the interior of the container.

Accordingly, it can be confirmed whether or not the unmanned aerial vehicle stores the cargo in the container. Therefore, when the cargo is not stored in the container, the 2 nd arm portion can be prevented from being separated from the cargo. The goods can be put into the container again after being lifted.

In the system, the control unit may acquire an image of the interior of the storage device with the camera, and may perform authentication processing based on the image to confirm whether the cargo is stored in the unmanned aerial vehicle.

Accordingly, since it can be confirmed that the goods are stored in the storage device, the certainty of the goods being placed in the container can be ensured.

Although the lifting system has been described above based on the embodiments, the present disclosure is not limited to these embodiments. The form of the present embodiment in which various modifications as will occur to those skilled in the art are performed, and the form of the combination of the constituent elements in the different embodiments are included in the scope of one or more forms, without departing from the spirit of the present disclosure.

Industrial applicability

The present disclosure can be utilized, for example, in a cargo distribution system or the like in an urban street using an unmanned aircraft.

Symbol description

7. 7a1, 7a2, 7a3, 7a4 guide rail

7a1 st guide rail (guide rail)

7b No. 2 guide rail (guide rail)

7c, 7c11, 7c12 3 rd guide rail (guide rail)

10p, 10q1, 10q2 cargo handling device

22a1, 22a2, 2551 side propellers (rotors)

1971. 1 st fixing part (rotating table)

1971a, 2319 and 2540 rotating table

1971c engaging portion

1972. 2 nd fixing part (rotating table)

2301. 2501 body (Main body)

2301a 1 st body (body part)

2301b body 2 (Main body)

2302. Body part

2302a body 1 (trunk)

2302b body 2 (trunk)

2310. Slider part

2311. 2511 No. 1 sliding block (No. 1 sliding block)

2312. 2512 No. 2 slider (No. 2 slider part)

2313. 2513 rd slider (3 rd slider part)

2315. 2555 cargo holding portion

2316. Counterweight for vehicle

2321. 2521 st connector (1 st rail holder, rail holder)

2322. 2522 nd connector (2 nd guide rail holder, guide rail holder)

2323. 2523 rd connector (3 rd guide rail holder, guide rail holder)

2324. 4 th connector (1 st holding part)

2325. 5 th connector (2 nd holding part)

2355. Motor with a motor housing having a motor housing with a motor housing

2520. Connector (guide rail holder)

2526. Sliding motor (Motor)

2527. The 1 st connector roller, the 2 nd connector roller, the 3 rd connector roller, the 4 th connector roller (1 st rotary roller, 2 nd rotary roller, 3 rd rotary roller, 4 th rotary roller)

2560a 1 st slide mechanism (2 nd slide block)

2560b 1 st slide mechanism (3 rd slide block)

Claims (15)

1. A cargo handling device is provided with:

a main body portion;

a rail holding unit configured to hold a rail located at an upper portion of the main body;

a rotating table provided between the main body and the rail holding portion, and configured to rotate the main body;

a 1 st slider portion extending with respect to the main body portion; and

and a cargo holding unit for holding the cargo attached to the 1 st slider unit.

2. The cargo handling device of claim 1 wherein,

after the rotation table rotates the main body, the 1 st slider portion extends with respect to the main body.

3. The cargo handling device of claim 1 or 2 wherein,

the main body part is provided with a rectangular body in a plan view,

the rotation table rotates the main body so that a longitudinal direction of the trunk intersects a direction along the guide rail substantially perpendicularly.

4. The cargo handling device of claim 3 wherein,

the 1 st slider portion has the cargo holding portion disposed at one end of the 1 st slider portion and a weight of a predetermined weight at the other end of the 1 st slider portion,

the 1 st slider portion is elongated to ensure balance between the weight of the cargo and the weight of the counterweight.

5. The cargo handling device of claim 4 wherein,

the counterweight is a battery.

6. The cargo handling device of claim 3 wherein,

the 1 st slider part is provided with the goods holding part arranged at one end of the 1 st slider part and a rotor wing positioned at the other end of the 1 st slider part,

the 1 st slider portion is extended to ensure balance between the weight of the cargo and the buoyancy of the rotor.

7. The cargo handling device of claim 3 wherein,

the rail holding portion includes:

a 1 st holding unit which is held by the guide rail from the upper side of the guide rail; and

and a 2 nd holding part which holds the guide rail from the lower side of the guide rail in a pushing-up mode.

8. The cargo handling device of claim 3 wherein,

the rail holding portion includes:

A 1 st rail holding portion located at one side of the body in the longitudinal direction;

a 2 nd rail holding portion located on the other side of the body in the longitudinal direction; and

and a 3 rd guide rail holding part located at a central part between one side and the other side of the body in the length direction.

9. The cargo handling device of claim 8 wherein,

the 1 st guide rail holding portion has a 1 st rotation roller which is in contact with the guide rail and driven by a motor,

the 2 nd guide rail holding part has a 2 nd rotary roller which is in contact with the guide rail and driven by a motor,

the 3 rd guide rail holding portion has a 3 rd rotary roller and a 4 th rotary roller which are in contact with the guide rail and are driven by a motor.

10. The cargo handling device of claim 8, wherein the cargo handling device comprises:

a 2 nd slider portion disposed between the 1 st rail holding portion and the main body portion, and extending with respect to the main body portion;

a 3 rd slider portion disposed between the 2 nd rail holding portion and the main body portion, and extending with respect to the main body portion; and

the rotary table is arranged between the 3 rd guide rail holding part and the main body part,

the turntable is configured to extend the 2 nd slider portion and the 3 rd slider portion, separate the 1 st rail holding portion and the 2 nd rail holding portion from the rail, and then rotate the main body portion.

11. The cargo handling device of claim 9 wherein,

the 3 rd guide rail holding portion holds the guide rail in such a manner that the guide rail is pushed up from the lower side of the guide rail,

the 1 st rail holding portion and the 2 nd rail holding portion are held by the rail at an upper side of the rail.

12. The cargo handling device of any of claims 1 to 11 wherein,

the motor is provided to rotate the rail holding portion so as to release the rail holding portion from holding the rail so that the rail supporting portion supporting the rail does not contact the rail holding portion when the cargo handling device travels on the rail.

13. A control method for controlling a cargo handling device, wherein,

the cargo handling device is provided with:

a main body portion;

a rail holding unit configured to hold a rail located at an upper portion of the main body unit;

a rotating table provided between the main body and the rail holding portion, and configured to rotate the main body;

a 1 st slider portion extending with respect to the main body portion; and

a cargo holding portion for holding the cargo mounted on the 1 st slider portion,

the control method comprises the following steps:

A rotation step of rotating the main body with respect to the turntable; and

and an extension step of extending the 1 st slider portion with respect to the main body portion after the main body portion is rotated by the turntable.

14. The control method according to claim 13, wherein,

the main body part is provided with a rectangular body in a plan view,

the 1 st slider portion has the cargo holding portion disposed at one end of the 1 st slider portion and a weight of a predetermined weight positioned at the other end of the 1 st slider portion,

in the rotating step, the main body is rotated so that the longitudinal direction of the body intersects with the direction along the guide rail substantially perpendicularly,

in the extending step, the 1 st slider portion is extended in the longitudinal direction of the rectangular body, so that balance is ensured between the weight of the cargo and the weight of the counterweight.

15. The control method according to claim 14, wherein,

the rail holding portion includes:

a 1 st rail holding portion located at one side of the body in the longitudinal direction;

a 2 nd rail holding portion located on the other side of the body in the longitudinal direction; and

a 3 rd guide rail holding portion located at a central portion between one side and the other side in a longitudinal direction of the trunk,

A 2 nd slider portion extending from the main body portion is provided between the 1 st rail holding portion and the main body portion,

a 3 rd slider portion extending from the main body portion is provided between the 2 nd rail holding portion and the main body portion,

the rotary table is provided between the 3 rd guide holding portion and the main body portion,

in the rotating step, the control method causes the turntable to rotate after the 1 st rail holding portion and the 2 nd rail holding portion are separated from the rail by extending the 2 nd slider portion and the 3 rd slider portion.